A suspension component for a vehicle

Abstract

There is a suspension assembly component, a suspension assembly for a vehicle, a method of joining suspension assembly components for a vehicle, and a vehicle. The suspension assembly component 100 co

Description

TECHNICAL FIELD The present disclosure relates to a suspension assembly component for a vehicle. Aspects of the invention relate to a suspension assembly component, to a suspension assembly for a vehicle, to a method of joining suspension assembly components for a vehicle, and to a vehicle. BACKGROUND Suspension knuckles and suspension brackets are important components in a vehicle's suspension system. The suspension knuckle may comprise a hub or bearing assembly to which the wheel hub or bearing is mounted to allow the wheel to rotate, and also may comprise various mounting points, including those which allow attachment of one or more ball joints, as well as control arm mounts and a mount for the tie rod end which allows the steering input to be transferred to the wheels. In some instances, a bracket is secured to the suspension knuckle to allow for adjustments which might be necessary for a particular suspension geometry. The bracket also provides a stable mounting means for various suspension components. During assembly of the suspension system, one or more fastening interfaces on each of the suspension knuckle and bracket are abutted and secured together to form a joint by passing a fastener through a bore in each of the fastening interfaces. However, suspension assembly components are subjected to significant shear forces including those arising from kerb strike, which can cause the joint(s) between the suspension knuckle and bracket to slip. To address this slip motion, it is known to use a hollow, cylindrical dowel on the bracket which engages with a corresponding cylindrical bore on the knuckle to secure the suspension knuckle and bracket together. However, the thin wall of the hollow dowel can deform under load, for example if the vehicle hits a pothole in the road surface, which can cause the dowel joint to fail. A further problem with using the known dowel arrangement is that the dowel and corresponding bore must be precision machined to ensure that they can be aligned during assembly of the suspension knuckle and bracket arrangement so that the knuckle and bracket can be connected together. This precision machining is especially important in suspension brackets which comprise two dowels, as any misalignment in the dowels or bores can prevent correct alignment of the suspension knuckle and bracket joints during assembly of the suspension system, and can restrict the ability of the suspension system to resist shear forces. It is an aim of the present invention to address one or more of the disadvantages associated with the prior art. SUMMARY OF THE INVENTION Aspects and embodiments of the invention provide a suspension component, a suspension assembly for a vehicle, a method of joining suspension components for a vehicle, and a vehicle. According to an aspect of the present invention there is provided a component for a vehicle, the component comprising a first bore having a first tapered surface extending therefrom, the first tapered surface being configured to mate with a corresponding first tapered surface extending from a first bore on a second component, to define a first tapered mating interface for connecting the component to the second component at a first location, and a second tapered surface extending from a second bore of the component, the second tapered surface being configured to mate with a corresponding second tapered surface extending from a second bore on the second component to define a second tapered mating interface for connecting the component to the second component at a second location, and wherein each bore is configured to receive a fastener for securing the component to the second component. Using corresponding tapered mating surfaces instead of cylindrical dowels and bores to join the two components together reduces or eliminates the need to carefully align the two components during assembly because the tapered surfaces have no interference fit, in contrast to the known cylindrical dowels and bores, and therefore the tolerance of the tapered joints is greater during assembly than that of the known dowels and bores, making assembly easier and quicker. The tapered mating interfaces are also more easily separated as compared to the known dowel joints, which improves ease and speed of disconnection of the components during servicing of the components. The tapered surfaces provide the joint with a greater contact area between the mating surfaces as compared to known dowel joints which enables the tapered mating interfaces of the present invention to withstand greater clamp loads and shear forces, thus increasing the ability of the tapered mating interfaces to resist slip motion as compared to known dowel arrangements. According to another aspect of the invention, there is provided a suspension assembly component, the suspension assembly component comprising a first bore and a second bore, wherein the first bore has a first tapered surface extending therefrom, the first tapered surface being configured to mate with a corresponding first tapered surface extending from a first bore on a second suspension assembly component, to define a first tapered mating interface for connecting the suspension assembly component to the second suspension assembly component at a first location, and wherein the second bore has a second tapered surface extending therefrom, the second tapered surface being configured to mate with a corresponding second tapered surface extending from a second bore on the second suspension assembly component to define a second tapered mating interface for connecting the suspension assembly component to the second suspension assembly component at a second location, and wherein each of the first bore and the second bore of the suspension assembly component is configured to receive a fastener for securing the suspension assembly component to the second suspension assembly component Using corresponding tapered mating surfaces instead of cylindrical dowels and corresponding cylindrical bores to join the two suspension assembly components together reduces or eliminates the need to carefully align the two components during assembly because the tapered surfaces have no interference fit, in contrast to the known cylindrical dowels and bores, and therefore the tolerance of the tapered joints is greater during assembly than that of the known dowels and bores, making assembly easier and quicker. The tapered mating interfaces are also more easily separated as compared to the known dowel joints, which improves ease and speed of disconnection of the suspension assembly components during servicing of the suspension assembly. The tapered surfaces provide the joint with a greater contact area between the mating surfaces as compared to known dowel joints which enables the tapered mating interfaces of the suspension assembly components to withstand greater clamp loads and shear forces, thus increasing the ability of the tapered mating interfaces to resist slip motion as compared to known dowel arrangements. Optionally, the suspension assembly component is a suspension bracket configured for connection to a suspension knuckle. The tapered mating surfaces of the suspension bracket improve ease of connection of the bracket to the suspension knuckle as compared to known non-tapered mating surfaces, and can withstand greater clamp loads and shear forces due to the tapered mating interface between the two components as compared to the known dowel arrangement. This reduces or eliminates the likelihood of slip motion between the suspension bracket and the suspension knuckle when these components are installed in a vehicle suspension assembly and subjected to shear forces during use. Optionally, the suspension bracket comprises a body, and the body comprises a central portion, a first arm and a second arm, wherein the first arm and the second arm extend from the central portion in opposing directions to one another. Advantageously, the tapered mating surfaces do not require changes to be made to the relative configuration of the body of the suspension bracket, meaning that the overall shape of the body (excluding the tapered mating surfaces) can be formed generally in accordance with known suspension bracket shapes so that embodiments of suspension bracket according to the present invention can be easily integrated into an existing suspension assembly, but can provide that suspension assembly with greater resistance to shear forces and clamp loads due to the tapered mating surfaces on the bracket which more securely connect to a suspension knuckle as compared to the known dowel connections. Optionally, the first bore of the suspension bracket having the first tapered surface extending therefrom is located at an end of the first arm and the second bore of the suspension bracket having the second tapered surface extending therefrom is located at an end of the second arm of the suspension bracket. The tapered mating surfaces of each bore of the bracket replace the non-tapered dowels of known bracket arrangements so that connection points between the suspension knuckle and the suspension bracket according to embodiments of the present invention are in the same location as known suspension knuckles and suspension brackets. This means that the new tapered knuckle and bracket assembly according to embodiments of the present invention can be fitted to a vehicle without needing to modify the general configuration of the suspension components other than providing the bore of each component with a tapered surface extending therefrom. Optionally, the suspension assembly component is a suspension knuckle configured for connection to a suspension bracket. The tapered mating surfaces of the suspension knuckle improve ease of connection of the knuckle to the suspension bracket as compared to known non-tapered mating surfaces and interfaces, and can withstand greater clamp loads and shear forces due to the tapered mating interface between the two components as compared to the known dowel arrangement. This reduces or eliminates the likelihood of slip motion between the suspension knuckle and the suspension bracket when these components are installed in a vehicle suspension assembly and subjected to shear forces during use. Optionally, the suspension knuckle comprises a body, wherein the body comprises the first bore at a first location and the second bore at a second location which is spaced apart from the first location. Optionally, the first location and the second location are on first and second legs, respectively, of the body. The tapered mating surfaces of each bore replace the non-tapered dowels of known suspension knuckle and bracket arrangements so that connection points between the suspension knuckle and the suspension bracket according to embodiments of the present invention are in the same location as known suspension knuckles and suspension brackets. This means that the new tapered knuckle and bracket assembly according to embodiments of the present invention can be fitted to a vehicle without needing to modify the general configuration of the suspension components other than providing the bore of each component with a tapered surface extending therefrom. Optionally, at least the first tapered surface on the suspension assembly component is configured to be positioned concentrically relative to the first tapered surface on the second suspension assembly component, and the second tapered surface on the suspension assembly component is configured to be positioned concentrically relative to the second tapered surface on the second suspension assembly component. Concentrically arranging the tapered surfaces in this way means that the tapered surfaces “self locate” with one another when the knuckle and the bracket are brought together, which improves ease of assembly. The concentrically arranged tapered surfaces and mating interface also ensures full contact between bracket and knuckle connection points and ensures that the tapered mating interfaces can withstand greater clamp loads and shear forces due to the tapered surfaces of the mating interface as compared to the known dowel arrangement. “Concentrically arranged” in the present example may be considered to mean that the first tapered surface on the suspension assembly component is positioned over the first tapered surface on the second suspension assembly component so that the tapered surfaces are stacked concentrically relative to one another in a stacked-cone-type configuration, such that each of the first bore of the bracket and knuckle respectively are axially aligned with one another so that a fastener can pass through both of the first bores when the tapered surfaces of each of the bracket and knuckle are concentrically arranged, and the second bore of the bracket and knuckle respectively are axially aligned with one another so that a fastener can pass through both second bores when the tapered surfaces of each of the bracket and knuckle are concentrically arranged. In other embodiments, the first tapered surface on the second suspension assembly component may be positioned over the first tapered surface on the suspension assembly component so that the respective tapered surfaces are stacked concentrically relative to one another in a stacked-cone-type configuration. Optionally, at least the first tapered surface on the suspension assembly component is configured to be nested relative to the first tapered surface on the second suspension assembly component, and the second tapered surface on the suspension assembly component is configured to be nested relative to the second tapered surface on the second suspension assembly component. Nesting the tapered surfaces in this way means that the tapered surfaces “self locate” with one another when the knuckle and the bracket are brought together, which improves ease of assembly. Nesting the tapered surfaces also ensures full contact between bracket and knuckle connection points and ensures that the tapered mating interfaces can withstand greater clamp loads and shear forces due to the taper as compared to the known dowel arrangement. “Nested” in the present example may be considered to mean that the first tapered surface on the suspension assembly component is positioned over the first tapered surface on the second suspension assembly component so that the tapered surfaces are stacked relative to one another in a stacked-cone-type configuration, such that each of the first bore of the bracket and knuckle respectively are axially aligned with one another so that a fastener can pass through both of the first bores when the tapered surfaces of each of the bracket and knuckle are concentrically arranged, and the second bore of the bracket and knuckle respectively are axially aligned with one another so that a fastener can pass through both second bores when the tapered surfaces of each of the bracket and knuckle are concentrically arranged. In other embodiments, the first tapered surface on the second suspension assembly component may be “nested” such that it is positioned over the first tapered surface on the suspension assembly component so that the respective tapered surfaces are nested relative to one another in a stacked-cone-type configuration. Optionally, the first tapered surface on the second suspension assembly component is configured to be nested over the first tapered surface on the suspension assembly component, and the second tapered surface on the second suspension assembly component is configured to be nested over the second tapered surface on the suspension assembly component. “Nested over” in the present example is intended to mean that a mating interface of one component is positioned externally of the corresponding mating interface on an underlying component, such that the mating interface of the uppermost component is nested on top of the mating interface of the underlying component, and the respective bores are aligned as described above. Nesting the tapered surfaces in this way means that the tapered surfaces “self locate” with one another when the knuckle and the bracket are brought together, which improves ease of assembly. Nesting the tapered surfaces also ensures full contact between bracket and knuckle connection points and ensures that the tapered mating interfaces can withstand greater clamp loads and shear forces due to the taper as compared to the known dowel arrangement. Optionally, a taper angle of one or more of the tapered surfaces is between 10 degrees and 50 degrees, optionally between 20 degrees and 40 degrees, optionally 30 degrees. The taper angle may be measured as the angle between a longitudinal axis of the bore from which the tapered surface extends, and the tapered surface itself. A taper angle of between 10 degrees and 50 degrees between a longitudinal axis of the bore and the tapered surface has been found to assist each tapered surface with “self-locating” into engagement with the corresponding tapered surface and has been found to reduce stress concentration around each tapered joint as compared to known non-tapered joints, whilst being easy to install and remove, e.g. during servicing of the components. A taper angle of 30 degrees between the longitudinal axis of the bore and the tapered surface has been found to be advantageous in providing the aforementioned technical benefits. Optionally, each of the first and second tapered surfaces is linear. Optionally, each of the first and second tapered surfaces is frustoconical. Linear or frustoconical tapered surfaces facilitate “self-locating” of the tapered mating interfaces and are easy to machine. Optionally, each of the first and second tapered surfaces is arcuate. Arcuate tapered surfaces facilitate “self-locating” of the tapered mating interfaces with one another and provide good resistance to clamp loads and shear forces due to the increased surface area of the mating interfaces as compared to known dowel joints. Optionally, a length of a taper of each of the first and second tapered surfaces is between 5mm and 20mm, optionally between 8mm and 15mm, optionally 10mm. A taper length of each of the first and second tapered surfaces between the aforementioned ranges provides a contact area between the tapered surfaces of the tapered mating interface which is able to withstand higher clamp loads and resist joint slip as compared to known dowel joints. A taper length of 10mm is advantageous in providing the aforementioned benefits. In components in which the tapered surface projects out of a surface of the component, the length of the taper may be measured from a first end of the tapered surface which is at the periphery of the bore from which the tapered surface extends, to a second end which abuts the component from which the tapered surface projects away from. In components in which the tapered surface projects inwardly into a part of the body of the component, the length of the taper may be measured from a first end of the tapered surface adjacent the periphery or aperture of the bore on the surface of the component, to a second end of the tapered surface which is at the end of the bore within a part of the body of the component. According to another aspect of the invention, there is provided a suspension assembly comprising a suspension assembly component in accordance with an above-mentioned aspect of the invention, and a second suspension assembly component. The suspension assembly has the same technical benefits as mentioned above due to the inclusion of the suspension assembly components comprising tapered mating surfaces according to embodiments of the invention. According to another aspect of the invention, there is provided a vehicle comprising a suspension assembly component according to an above-mentioned aspect of the invention or a suspension assembly according to an above-mentioned aspect of the invention. According to another aspect of the invention, there is provided a method of connecting a suspension assembly component and a second suspension assembly component according to an above-mentioned aspect of the invention, where the method comprises engaging a first of the two or more tapered mating surfaces on the first suspension assembly component with a corresponding first of the two or more tapered mating surfaces on a second of the two suspension assembly components, and engaging a second of the two or more tapered mating surfaces on the first suspension assembly component with a second of the tapered mating surfaces on the second suspension assembly component. Using a method of joining two suspension components using two or more tapered mating interfaces according to the present invention simplifies assembly as compared to joining components using the known cylindrical dowel and bore interface because the tapered surfaces “self-locate” which helps to guide the components together during assembly. The tapered surfaces also provide a mechanical lock which secures the components together but which is easier to separate as compared to a conventional dowel joint which is secured with an interference fit that must be prised apart. 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 an exploded perspective view of first and second suspension assembly components according to an embodiment of the invention; Figure 2 shows the suspension assembly components of Figure 1 in an assembled configuration; Figure 3 shows an exploded view of a first side of the suspension assembly components shown in Figure 1; Figure 4 shows the first side of the suspension assembly of Figure 1 in an assembled configuration; Figure 5 shows an exploded perspective view of the suspension assembly components shown in Figures 1 to 4, with the suspension assembly components rotated to show an underside of each of the components; Figure 6 shows an exploded cross-sectional view of a lower part of the suspension assembly components and two fasteners used to secure the components together during assembly of a suspension assembly comprising the components according to an embodiment of the invention; Figure 7 shows a cross-sectional view of the suspension assembly components shown in Figure 6 in an assembled configuration; Figure 8 shows an exploded view of a first side of first and second suspension assembly components according to another embodiment of the invention; Figure 9 shows the suspension assembly components of Figure 8 in an assembled configuration; Figure 10 shows an exploded cross-sectional view of the suspension assembly components shown in Figures 8 and 9, showing in particular a lower part of the suspension assembly components and two fasteners used to secure the components together during assembly of a suspension assembly comprising the components; Figure 11 shows a cross-sectional view of the suspension assembly shown in Figure 10 in an assembled configuration; Figure 12 shows a perspective view of the suspension assembly shown in Figures 8 and 9 from a second side; Figure 13 shows a schematic view of a vehicle according to an embodiment of the invention; and Figure 14 shows a method of joining first and second suspension components together to form a part of a suspension assembly for a vehicle, according to an embodiment of the invention. DETAILED DESCRIPTION Figures 1 and 2 show an exploded view and an assembled view, respectively, of suspension assembly components 100, 200 which form part of a suspension assembly for a vehicle according to an embodiment of the invention. Figures 3 and 4 show a side view of the suspension assembly components 100, 200 of Figures 1 and 2, respectively. Figure 5 shows an exploded perspective view of the suspension assembly shown in Figures 1 to 4, with the suspension assembly components 100, 200 rotated to show an underside of each of them. Since features of the suspension assembly components are common to all of Figures 1 to 5, these Figures will be described and referred to collectively. For clarity purposes, not all reference numerals are repeated on each and every Figure. In the present embodiment, the suspension assembly components 100, 200 comprise a suspension bracket 100, hereinafter “bracket”, and a suspension knuckle 200, hereinafter “knuckle”. The bracket 100 is configured for connection to the knuckle 200 as shown in Figures 1 to 4, and as will be explained. In the present non-limiting example, the bracket 100 may be considered as the (first) suspension assembly component 100, and the knuckle 200 may be considered as a second suspension assembly component 200. In other embodiments, the suspension assembly component and second suspension assembly component may be different suspension assembly components as compared to the present example, but will each comprise two or more tapered mating surfaces. The bracket 100 comprises a body 102. The body 102 comprises a central portion 104, a first arm 106a and a second arm 106b. The first arm 106a and the second arm 106b extend laterally from the central portion 104 in opposing directions to one another to provide the body with an elongate shape. The central portion 104 of the body 102 comprises a ball joint mount 108 for allowing connection of a lower ball joint 300 of the suspension assembly which acts as a pivot point for the steering system. As most clearly seen in Figure 5, the bracket 100 comprises a first bore 110a and a second bore 110b. In the present embodiment, each of the first bore 110a and second bore 110b are through-bores extending between a first surface 112 of each respective arm 106a, 106b which is configured to abut a first surface 202 (also referred to as an underside surface 202) of the knuckle 200, and an opposing second surface 114 which is configured to abut an under-head region of a fastener 400 when the fastener 400 is inserted into each through-bore 110a, 110b of the bracket 100, and into a corresponding bore in the first, underside surface 202 of the knuckle 200 when the bracket and knuckle are assembled together, as will be explained. For ease of reference in the present description, the first and second bores 110a, 110b of the bracket 100 may also be referred to as the first through-bore 110a and second through-bore 110b respectively. In the present embodiment, the first through-bore 110a is located at a distal end of the first arm 106a (the proximal end of the first arm being adjacent to the central portion of the bracket), and the second through-bore is located at a distal end of the second arm (the proximal end of the second arm being adjacent to the central portion of the bracket). As best seen in Figure 3, the first through-bore 110a has a first tapered surface 116 extending therefrom and is formed on the first surface 112 of the bracket which abuts the knuckle 200 when the bracket 100 and knuckle 200 are assembled together. The first tapered surface 116 is configured to mate with a corresponding first tapered surface extending from a first bore on the knuckle (described below) to define a first tapered mating interface 118 for connecting the bracket 100 to the knuckle 200 at a first location. The second through-bore 110b has a second tapered surface 120 extending therefrom and is formed on the first surface 112 of the bracket 100. The second tapered surface 120 is configured to mate with a corresponding second tapered surface extending from a second bore on the knuckle 200 (described below) to define a second tapered mating interface 122 for connecting the bracket to the knuckle. Each of the first tapered surface 116 and second tapered surface 120 on the bracket 100 are configured to taper outwardly and in a direction away from the first surface 112 of the bracket 100 such that the region of the bracket around each of the first through-bore 110a and second through-bore 110b is of a generally conical shape. The knuckle 200 comprises a body 206. The body 206 is of an asymmetrical configuration designed to fit within the geometric confines of a wheel well and around other suspension components. The body 206 is metal and formed as a single component. The body 206 comprises a central, cylindrical hub or bearing region 208 in the form of a recess in the knuckle 200, into which the wheel hub or wheel bearing can be securely mounted. A hub flange 210 extends from the centre of the knuckle 200 around the cylindrical hub 208, and provides a planar surface comprising fastener apertures 212 for attaching the wheel hub to the knuckle 200. A lateral arm 214 extends laterally from the knuckle body 206 and is provided with a mounting aperture 216 for securing the tie rod end (not shown) to the knuckle 200 using a fastener (fastener not shown). The connection between the knuckle 200 and the tie rod end via the mounting aperture 216 allows for a steering input to be transferred to the wheels of the vehicle. An arm 218 extends away from the central hub 208 in a first axial direction and tapers inwardly towards its distal tip, i.e. the furthest point of the arm 218 away from the central hub 208. The distal tip of the arm 218 is provided with an upper ball joint mount 220 onto which the upper ball joint of the suspension assembly (not shown) can be attached which, when attached to the upper control arm of the suspension assembly (not shown), allows the suspension assembly to move and pivot to maintain proper steering geometry and alignment when the vehicle is in use. At the other end of the knuckle body 206, first and second spaced apart legs 222a, 222b extend from the central hub 208 in a second direction. The medial surface of each leg 222a, 222b is curved to reduce stress concentrations in the first and second legs 222a, 222b, and a proximal region, i.e. a region closest to the central hub 208, of the curved medial surface of each leg 222a, 222b curves towards the other to join the medial surfaces of each leg 222a, 222b below the hub flange 210. The distal end of each of the first and second spaced apart legs 222a, 222b, i.e. the end of the leg 222a, 222b furthest from the central hub 208 comprises a bore 224a, 224b which extends from the base of each respective leg and into the body of each respective leg as is visible on Figure 5, as well as Figures 6 and 7 which are described below. For ease of reference the bore in the first leg 222a is referred to as the first bore 224a and the bore in the second leg 222b is referred to as the second bore 224b. The first bore 224a in the first leg 222a extends in the first direction from an underside 202 of the first leg 222a and into a central portion of the first leg 222a midway between the lateral and medial surfaces of the leg 222a, terminating at a point in the proximal part of the leg 222a. The second bore 224b in the second leg 222b extends in the first direction from an underside of the second leg 222b and into a central portion of the second leg 222b midway between the lateral and medial surfaces of the leg 222b. The first bore 224a comprises a first tapered surface 226a extending therefrom and outwardly from the bore 224a towards the edge of the underside of the first leg 222a so as to create a generally conical-shaped recess for receipt of the generally conical projection formed by the region surrounding the first through-bore 110a of the bracket 100. The periphery of the first tapered surface 226a at the underside region of the leg 222a comprises a flange 228a for seating on the bracket 100 when the knuckle 200 and the bracket 100 are connected together. The second bore 224b comprises a second tapered surface 226b extending therefrom and outwardly from the bore 224a towards the edge of the underside of the second leg 222b so as to create a generally conical-shaped recess for receipt of the generally conical projection formed by the region surrounding the second through-bore 110b of the bracket 100. As shown on Figure 5, the first and second tapered surfaces 226a, 226b are provided within the body of each of the first and second legs 222a, 222b, respectively, and extend outwardly from each respective bore 224a, 224b and towards the periphery of each respective leg 222a, 222b. The periphery of the second tapered surface 226b at the distal edge of the leg 222b comprises a flange 228b for seating on the bracket 100 when the knuckle 200 and the bracket 100 are connected together. The terms “first direction” and “second direction” are non-limiting and for ease of description only and are in relation to the orientation of the knuckle and bracket as seen for example in Figure 1 and Figure 3. The terms are not intended to define an absolute direction, nor impose any limitation in that regard as it will be understood that direction is relative to the orientation of the knuckle and bracket, respectively. Figures 6 and 7 each show a cross section of the bracket 100 and a lower part of the knuckle 200 to which the bracket 100 is coupled, in an exploded configuration and in an assembled configuration, respectively. As mentioned above, and as illustrated in Figures 6 and 7, each of the first through-bore 110a and second through-bore 110b of the bracket 100 extends the entire way through the bracket 100 in an axial direction which is generally perpendicular to the longitudinal axis of the body of the bracket 100. As can be seen from the Figures, the bracket 100 is oriented to align both vertically and horizontally with the suspension knuckle 200 so that the suspension knuckle 200 and the suspension bracket 100 can be connected to one another. The first and second through-bores 110a, 110b on the bracket 100 align with the first and second bores 224a, 224b, respectively, on the knuckle 200 to allow a fastener 400 to be passed through each of the through-bores 110a, 110b on the bracket 100 and into the respective first and second bores 224a, 224b in each leg 222a, 222b of the knuckle 200 to secure the bracket 100 to the knuckle 200. In the present embodiment, a free-spinning washer 402 is positioned between the under-head region of each fastener 400 and the second surface 114 of the bracket 100 to distribute the load applied by the fastener 400 when it is tightened, thus preventing the fastener 400 from damaging the second surface 114 of the bracket. In the present embodiment, each fastener 400 is a threaded fastener which engages with corresponding threads on each respective first and second bore of the knuckle. The first and second tapered surfaces 116, 120 on the bracket 100 have a taper length and a taper angle which is complementary to that of the corresponding first and second tapered surfaces 226a, 226b on the knuckle 200. In the present embodiment, the tapered surface on each leg is linear and frustoconical and the angle of the taper is 30 degrees. The angle of the taper is measured from the longitudinal centreline 226 of the bore 224a, 224b which is shown on Figure 6, to the tapered surface. In the present embodiment, each of the first and second tapered surfaces 226a, 226b has a taper length of 10mm. The taper length is measured along the tapered surface from the proximal portion of the tapered surface which extends from the bore, to the distal part of the tapered surface at the distal edge of each of the first and second legs. The tapered mating interfaces provided by embodiments of the bracket and the knuckle of the present invention provide numerous advantages over the known mating interfaces which do not comprise tapered mating surfaces. When bringing the bracket and knuckle together during assembly of known components which use non-tapered dowels to join non-tapered mating interfaces between the bracket and knuckle, great care must be taken to carefully align the dowels projecting from the brackets with the corresponding bores in the knuckle so as to prevent damage to the dowels during assembly. As these known brackets and knuckles typically comprise two spaced apart mating interfaces, similar to the spaced apart arrangement of the tapered mating interfaces of the present invention, both dowels and bores must be aligned simultaneously to allow connection of the bracket and the knuckle by pushfitting the dowels into the respective bores on the knuckle. Any misalignment during assembly, or errors in machining the parts will cause difficulty in joining the bracket and knuckle together and may risk damaging the dowels if they are forced into the bores in the event of misalignment and / or machining errors. In contrast, the tapered mating interfaces of the present invention allow for a much greater tolerance during machining and alignment of the bracket and the knuckle because the tapered surfaces guide themselves together by sliding against each other as the bracket and knuckle are brought together, in contrast to the known dowel arrangement which must be carefully aligned into the corresponding bore before the dowels can slide into the bores. The tapered surface projecting from the first surface of the bracket slides against the correspondingly shaped tapered recess in the first surface of the knuckle until the first and second tapered surfaces on the knuckle are seated on top of the respective first and second tapered surfaces on the bracket, as the first tapered surfaces on each of the bracket and knuckle share a common first central axis, and the second tapered surfaces on each of the bracket and knuckle share their own common central axis, referred to for ease of identification as a second central axis. Any errors in machining of the tapered surfaces and / or of the knuckle and / or bracket more generally, are negated by the fact that the tapered surfaces slide against one another to self-locate into position. This is particularly beneficial in suspension assembly components comprising two or more mating interfaces since any machining or alignment error in one mating interface will cause a commensurate error or misalignment in the other mating interface. By using two or more tapered mating interfaces on each component as per the present invention, the bracket and the knuckle can still be connected securely together even if there is some misalignment in the mating interfaces because the shape of the tapered surfaces will still slide together in spite of any minor misalignment in the mating interfaces without needing to apply any undue force to the mating interfaces during alignment of the components. Furthermore, the tapered mating interface provides greater resistance to shear forces and associated joint slip as compared to the known dowel arrangement which can become damaged on receipt of shear forces, for example, the dowel may fracture. The shape of the tapered mating interface means that any shear forces are distributed across the whole surface area of the taper instead of being concentrated in one particular location, such as the base of the dowel as in known arrangements, meaning that the tapered mating interfaces provide a more secure mating interface. The shape of the tapered mating interfaces and the fact that they are “stacked” one on top of the other provides a mechanical lock which resists joint slip in the event of shear forces being applied to the bracket and knuckle. The tapered mating interfaces are also easier to separate upon removal of the fastener as compared to known dowel mating interfaces that are push-fitted together and must therefore be removed by prising apart each dowel and their respective bore. Therefore, the tapered mating interfaces of the present invention make it easier and quicker to disassemble the bracket and the knuckle during servicing of the suspension assembly. Figures 8 and 9 show an exploded side view and an assembled side view, respectively, of suspension components which form part of a suspension assembly for a vehicle according to another embodiment of the invention. Figures 10 and 11 show cross sectional view of the suspension components shown in Figures 8 and 9, respectively. Figure 12 shows a perspective view of the suspension components in their assembled configuration as shown in Figure 9 but from a second side of the components. Since features of the suspension components are common to all of Figures 8 to 12, these Figures will be described and referred to collectively. For clarity purposes, not all reference numerals are repeated on each and every Figure. This embodiment of a suspension assembly and its suspension components is substantially identical in terms of the shape and configuration of each of the bracket and knuckle as compared to the embodiment shown in Figures 1 to 7, with the exception of the shape of the first and second tapered surfaces on each of the bracket and knuckle, as will be explained. Features of this embodiment which are the same as those shown and described in relation to the embodiment of Figures 1 to 7 will therefore be identified using the same reference numerals as used for Figures 1 to 7, but prefixed with a leading “1”, and will be briefly mentioned but will not be described in detail given that they are already described in detail in relation to the embodiment shown in Figures 1 to 7. The embodiment of bracket 1100 and knuckle 1200 shown in Figure 8 is generally consistent with the embodiment of bracket 100 and knuckle 200 described above, in that the bracket 1100 of this embodiment comprises a body 1102 having a central portion 1104 which is configured to receive a ball joint 300, and laterally extending arms 1106a, 1106b, each comprising a through-bore 1110a, 1110b as in the previously described embodiment. As with the previous embodiment, the knuckle 1200 of the present embodiment comprises a body 1206 and a central circular hub 1208 and hub flange 1210 for attaching a wheel hub or bearing using fasteners (not shown) which pass through the wheel hub (not shown) and into apertures 1212 on the hub flange 1210 as described above in relation to the previous embodiment. An arm 1218 extends from the body in a first axial direction as with the previous embodiment and first and second legs 1222a, 1222b extend from the body below the hub 1208 and in a second axial direction away from the direction of extension of the arm 1218, again, as per the previous embodiment. A lateral arm 1214 for connecting the tie rod end to the knuckle extends from one side of the body between the hub 1208 and the second leg 1222b, as per the previous embodiment. The bracket 1100 and knuckle 1200 of this embodiment are connected together by bringing together first and second tapered surfaces on each of the bracket 1100 and knuckle 1200 in the same way as described above in relation to the previous embodiment in which a fastener 400 is passed through each through-bore 1110a, 1110b of the bracket 1100 and into corresponding first and second bores 1224a, 1224b on the underside of each leg 1222a, 1222b of the knuckle 1200. In the present embodiment, the first and second tapered surfaces 1116, 1120 are formed on the bracket 1100 in the same locations as described above in relation to the previous embodiment and the first and second tapered surfaces 1226a, 1226b are formed on the knuckle in the same locations as described above in relation to the previous embodiment. However, in contrast with the previous embodiment, the first and second tapered surfaces 1116, 1120, 1226a, 1226b on each of the bracket 1100 and the knuckle 1200 of the present embodiment are not linear but are instead arcuate. The radius of curvature of the first and second tapered surfaces 1116, 1226a, 1120, 1226b may vary between embodiments, but as with the previously described embodiment, the radius of curvature of the first and second tapered surfaces 1116,1120 on the bracket is complementary to the radius of curvature of the respective first and second tapered surfaces 1226a, 1226b on the knuckle 1200 so that the arcuate tapered surfaces 1226a, 1226b on the knuckle 1200 are arranged to overlie and receive the corresponding arcuate tapered surfaces on the bracket 1116, 1120 to form first and second tapered mating interfaces 1118, 1122 between the knuckle 1200 and the bracket 1100 as with the previous embodiment, with the exception that the present first and second tapered mating interfaces 1118, 1120 are arcuate as compared with linear as in the previously described embodiment. The arcuate tapered interfaces of this embodiment have the same advantages over known dowel mating interfaces as described in relation to the previous embodiment of the present invention. It will be appreciated that in other embodiments of suspension assembly component according to the invention, the suspension knuckle may be considered as the (first) suspension assembly component and the suspension bracket may be considered as the second suspension assembly component. Therefore, the terms first and second suspension assembly component are not limited to the bracket and the knuckle, respectively, and may instead be other types of suspension assembly components having two or more connection means between them. Figure 13 shows a vehicle 500 according to an embodiment of the invention. The vehicle 500 may comprise one or more suspension assembly components 100,200; 1100,1200 according to embodiments of the invention. Figure 14 shows a method 600 of connecting a first suspension assembly component to a second suspension assembly component using two or more tapered mating surfaces on each of the first and second suspension assembly components, according to an embodiment of the invention. Each tapered mating surface extends from a respective bore on each of the first suspension assembly component and second suspension assembly component. As a nonlimiting example, the first suspension assembly component is a suspension bracket and the second suspension assembly component is a suspension knuckle. In other embodiments, the first suspension is a suspension knuckle and the second suspension assembly component is a suspension bracket. The method 600 comprises an alignment step 602 during which the two or more tapered mating surfaces on the first suspension assembly component are aligned underneath the corresponding two or more tapered mating surfaces on the second suspension assembly component. In a taper engagement step 604, the first tapered mating surface and the second tapered mating surface on the first suspension assembly component are brought into contact with the first tapered mating surface and the second tapered mating surface, respectively, of the second suspension assembly component. The shape of the tapered surfaces guides the components together during the engagement step such that the tapered mating interfaces “self-locate” with one another during assembly of the first and second suspension assembly components. Specifically, the wider part of the taper on each tapered surface of the second component guides the narrower part of the taper on each tapered surface projecting upwardly from the first suspension assembly component. Each tapered surface on the first suspension assembly component slides into engagement with the corresponding tapered surface on the second suspension assembly component until length of the tapered surfaces on the first suspension assembly component is fully in contact with the length of the corresponding tapered surfaces on the second suspension assembly component. The shape of the tapered mating surfaces resists shear forces which might be applied to the tapered joints more effectively than the known planar mating surfaces of the prior art, because the tapers provide a mechanical lock against such forces to secure the components together and because the tapered surfaces distribute shear forces throughout the surfaces rather than forces being concentrated in one region of the mating surface as may occur at the base of a cylindrical dowel in known non-tapered mating interfaces. However, the tapered shape of the mating interface is easier to separate, for example during service or maintenance of the suspension assembly, as compared to a conventional dowel joint which is secured with an interference fit which must be prised part. In contrast, the tapered surfaces of the joint slide axially away from one another once the fasteners have been removed. The method further comprises a fastening step 606 in which a fastener, such as a threaded fastener is inserted into each of the two or more through-bores of the first suspension assembly component and into two or more corresponding bores in the second suspension assembly component to join the two suspension assembly components together. 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.

Claims

1. A suspension assembly component, the suspension assembly componentcomprising a first bore and a second bore,wherein the first bore has a first tapered surface extending therefrom, the first tapered surface being configured to mate with a corresponding first tapered surface extending from a first bore on a second suspension assembly component, to define a first tapered mating interface for connecting the suspension assembly component to the second suspension assembly component at a first location, andwherein the second bore has a second tapered surface extending therefrom, the second tapered surface being configured to mate with a corresponding second tapered surface extending from a second bore on the second suspension assembly component to define a second tapered mating interface for connecting the suspension assembly component to the second suspension assembly component at a second location, andwherein each of the first bore and the second bore of the suspension assembly component is configured to receive a fastener for securing the suspension assembly component to the second suspension assembly component2. A suspension assembly component according to claim 1, wherein thesuspension assembly component is a suspension bracket (100) configured for connection to a suspension knuckle.

3. A suspension assembly component according to claim 2, wherein thesuspension bracket comprises a body, the body comprising a central portion, a first arm and a second arm, wherein the first arm and the second arm extend from the central portion in opposing directions to one another.

4. A suspension assembly component according to claim 3, wherein the first boreof the suspension bracket having the first tapered surface extending therefrom is located at an end of the first arm and the second bore of the suspension bracket having the second tapered surface extending therefrom is located at an end of the second arm.

5. A suspension assembly component according to claim 1, wherein thesuspension assembly component is a suspension knuckle configured for connection to a suspension bracket.

6. A suspension assembly component according to claim 5, wherein thesuspension knuckle comprises a body, wherein the body comprises the first bore at a first location and the second bore at a second location which is spaced apart from the first location, optionally, wherein the first location and the second location are on first and second legs, respectively, of the body.

7. A suspension assembly component according to any preceding claim, whereinat least the first tapered surface on the suspension assembly component is configured to be nested relative to the first tapered surface on the second suspension assembly component, and the second tapered surface on the suspension assembly component is configured to be nested relative to the second tapered surface on the second suspension assembly component8. A suspension assembly component according to claim 7 when dependent onany of claims 2 to 4, wherein the first tapered surface on the second suspension assembly component is configured to be nested over the first tapered surface on the suspension assembly component, and the second tapered surface on the second suspension assembly component is configured to be nested over the second tapered surface on the suspension assembly component.

9. A suspension assembly component according to any preceding claim, whereina taper angle of one or more of the tapered surfaces is 30 degrees.

10. A suspension assembly component according to any preceding claim, whereineach of the first and second tapered surfaces is linear, optionally wherein each of the first and second tapered surfaces is frustoconical.

11. A suspension assembly component according to any of claims 1 to 9, whereineach of the first and second tapered surfaces is arcuate.

12. A suspension assembly component according to any preceding claim, whereina length of a taper of each of the first and second tapered surfaces is 10mm.

13. A suspension assembly comprising a suspension assembly componentaccording to any preceding claim, and a second suspension assembly component.

14. A method of connecting a suspension assembly component according to anyof claims 1 to 12 to a second suspension assembly component using two or more tapered mating surfaces on each of the first and second suspension assembly components,5 wherein each of the two or more tapered mating surfaces extends from a respective bore on each of the first suspension assembly component and second suspension assembly component, andwherein the method comprises engaging a first of the two or more tapered mating surfaces on the first suspension assembly component with a corresponding first of the two or more10 tapered mating surfaces on a second of the two suspension assembly components, and engaging a second of the two or more tapered mating surfaces on the first suspension assembly component with a second of the tapered mating surfaces on the second suspension assembly component.15 15. A vehicle comprising the suspension assembly component of any of claims 1to 12, or the suspension assembly of claim 13.21

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