FR3044599A1 - "ARRANGEMENT FOR THE JOINT OF AN AXLE ON A CHASSIS OF A MOTOR VEHICLE" - Google Patents

Abstract

The invention relates to an arrangement for the articulation of an axle (26) on a chassis (10) of a motor vehicle having by side: - two flanges (16) fixed to the frame (10); - A shaft (18) fixed between the two flanges (16); - an elastic articulation (38) which comprises an outer ring (40) fixed to the axle (26), a concentric inner ring (42) mounted around the shaft (18) and an elastic annular member (44); an abutment face (46) carried by a support element arranged facing the outer ring (40) with an axial clearance (J1); characterized in that the support member is axially moveable, a fixing sleeve (52) being radially interposed between the support member and the shaft (18), the sleeve (52) being capable of occupying a constrained state by clamping between the two flanges (16) to lock the support element by friction.

Description

"Arrangement for the articulation of an axle on a chassis of a motor vehicle"

TECHNICAL FIELD OF THE INVENTION The invention relates to an arrangement for the articulation of an axle on a chassis of a motor vehicle. The invention more particularly relates to an arrangement for the articulation of an axle on a motor vehicle frame comprising: at least one yoke which is fixed to the chassis of the vehicle and which comprises two parallel flanges; a shaft of axial axis which is fixed orthogonally between the two flanges of the yoke; an elastic articulation which comprises an outer ring which is fixed to the axle, a concentric inner ring and an elastic annular member which is inserted radially between the inner ring and the outer ring, the inner ring being intended to be fixedly mounted around the tree between the two flanges; a radial abutment face which is rigidly supported by a support member and which is intended to be arranged in a fixed manner with respect to the inner ring in a set axial position in which the abutment face is arranged vis-à-vis the outer ring with a determined axial clearance of saturation; - Axially clamping means of the two flanges towards each other to axially immobilize the inner ring.

BACKGROUND ART OF THE INVENTION

It is known to equip motor vehicles with axles having two longitudinal arms which are connected by a cross member. In the case of a so-called "semi-rigid" axle, the cross member has a high flexural rigidity but a certain torsional elasticity. Such axles are generally arranged at the rear of the vehicle.

The two arms of the axle are each pivotally mounted on the vehicle frame around a common transverse axis. The connection in pivoting is generally performed by elastic hinges that allow a determined axial movement between the axle and the frame. This provides flexibility in the chassis ground connection to improve the suspension comfort of the vehicle.

Each hinge is attached to the front end of an associated arm of the axle. Each hinge is pivotally mounted around an associated shaft which is fixed on a yoke itself attached to the frame. The hinge is received tightly axially between two flanges of the yoke to ensure that the joints do not move uncontrollably and undamped relative to the frame.

This elastic joint comprises an inner ring which is thus intended to be fixed to the shaft, by clamping between the two flanges of the yoke. It also comprises an outer ring which is fixed to the end of the associated arm, and it finally comprises an elastic annular member which is interposed between the two rings to allow relative axial elastic displacement between the two rings.

In addition, to limit the amplitude of the axial displacement of the frame relative to the axle, it is known to equip the articulation with a stop face. This abutment face is attached to the inner ring of the joint. It is arranged axially vis-à-vis an edge of the outer ring with a set saturation game when no axial stress is applied to the elastic member.

The axial distance between the two joints is fixed. This distance is theoretically equal to a nominal value. However, this distance is likely to vary in a given range from one axle to another because of manufacturing and assembly tolerances of the axle.

To remedy this problem, it is known to fix the yokes on the frame by means of screws during assembly of the axle. One of the yokes is fixed in a fixed reference position, while the other yoke has an oblong fixing hole which allows the yoke to slide relative to the frame. When the sliding yoke is positioned in correspondence with the actual position of the associated hinge, the screw is tightened in order to fix it.

It has recently been proposed to fix the yokes on the chassis prior to assembly of the axle. The screeds are for example fixed by welding to the frame. Such an assembly no longer makes it possible to slide one of the two clevises to adapt its position relative to the real distance between the two articulations of the axle.

As a result, after mounting the axle on the yoke, the inner ring is axially offset relative to the outer ring of the hinge according to manufacturing tolerances. This causes prestressing in the elastic member.

In addition, the axial clearance between the abutment face relative to the outer ring is no longer equal to the determined saturation clearance. The axial displacement between the frame and the axle is thus likely to be too wide or on the contrary too small depending on the manufacturing tolerances of the axle.

BRIEF SUMMARY OF THE INVENTION

The present invention proposes an arrangement for the articulation of an axle on a vehicle chassis of the type described above, characterized in that the support element is axially movably received on the shaft to allow adjustment of the saturation clearance, a fixing sleeve being interposed radially between the support element and the shaft, the sleeve being capable of occupying an unconstrained state in which the support element is free to be displaced axially to its set position and a state constrained by axial clamping between the two flanges in which the support member is locked in the set position by clamping at least one friction face of the sleeve against the support member.

According to other features of the arrangement: - the sleeve is interposed axially between the inner ring and a flange of the yoke, the support member of the abutment face being formed by a stop ring which is arranged around the sleeve ; - The sleeve has an external thread which cooperates with an internal thread complementary to the stop ring to allow axial adjustment of the saturation game; - The sleeve is at least partially split radially by a slot extending through the thread so that in constrained state, the threads arranged on either side of the slot are brought closer to be clamped axially against the threads of the thread. internal of the inner ring to lock the inner ring in its set position; - The sleeve is made integrally with the inner ring of the joint; - The support member comprises the inner ring of the hinge, the inner ring being received with an axial clearance between the two flanges, and the sleeve being interposed radially between the inner ring and the shaft; the sleeve is received on the shaft with an internal radial clearance; in its stressed state, the sleeve is deformed by buckling so that certain portions of an outer cylindrical face of the sleeve are clamped radially against an inner face of the inner ring; - The sleeve comprises at least one radial notch which partially passes through the sleeve to promote its deformation by buckling; the sleeve is provided with axial slots on an intermediate section so as to cause its deformation by expansion in its stressed state; - In its constrained state, the sleeve is divided into two independent sections by a bevel cut which causes, in its constrained state, a radial jamming of each of the sections against an inner face of the inner ring by sliding the beveled edges of the sections one over the other ; - Before tightening the flanges, the two sections of the sleeve are axially connected by at least one axial tab breakable under the clamping force of the flanges.

BRIEF DESCRIPTION OF THE FIGURES Other features and advantages of the invention will emerge during the reading of the detailed description which follows for the understanding of which reference will be made to the appended drawings in which: FIG. 1 is a rear view which schematically represents a chassis of a motor vehicle equipped with two clevises for receiving the joints of an axle, - Figure 2 is a top view which schematically shows an axle to be mounted articulated on the yokes of Figure 1; FIG. 3 is a view in axial section showing the pivoting mounting of an articulation of the axle of FIG. 2 on the associated clevis of FIG. 1, the articulation comprising an adjustable stop ring with an outer ring of FIG. the articulation made according to a first embodiment of the invention; - Figure 4 is a view similar to that of Figure 3 which shows an adjustable stop ring made according to a second embodiment of the invention; FIG. 5 is an exploded perspective view showing a sleeve for fixing the stop ring of FIG. 4; - Figure 6 is a side view which shows the stop ring of Figure 5 before mounting the joint; - Figure 7 is a schematic axial sectional view which shows an alternative embodiment of the second embodiment of the invention before clamping the flanges on either side of the sleeve; - Figure 8 is a view similar to that of Figure 8 which shows the sleeve in a state constrained by clamping between the flanges.

DETAILED DESCRIPTION OF THE FIGURES

In the remainder of the description, elements having identical structure or similar functions will be designated by the same references.

In the remainder of the description, the following orientations will be adopted without limitation: longitudinal, indicated by the reference "L", and directed from rear to front according to the direction of movement of the vehicle; - vertical, indicated by the reference "V" and oriented from bottom to top in a direction orthogonal to the road; - transverse, indicated by the reference "T" and oriented from left to right according to the axis of rotation of the wheels of the vehicle.

In the remainder of the description, the terms "axial" and "radial" will be used with reference to the direction of the "A" axis of the elastic articulation 38 and the shaft 18.

FIG. 1 shows very schematically a chassis 10 of a motor vehicle. This chassis 10 here comprises two longitudinal longitudinal members 12 and left. A yoke 14 is fixed, for example by welding, under each of the longitudinal members.

Each yoke 14 has two vertical longitudinal flanges 16 which extend parallel. Each flange 16 is formed by an elastically deformable material in flexion. Each flange 16 is for example made of sheet metal.

Each yoke 14 comprises a shaft 18 of transverse axis which extends between the two flanges 16. The shaft 18 is for example formed by the smooth body of a screw which is inserted axially into orifices in coincidence of each flange 16 As shown in FIG. 4, the rod comprises an end head 20 which is arranged projecting outside the yoke 14 against the periphery of the orifice of a first flange 16 of the yoke 14 while an opposite end threaded portion 22 of the rod protrudes outside the yoke with respect to the second flange 16. A nut 24 is screwed to this threaded section 22 to axially clamp the two flanges against each other. the other between the head 20, on the one hand, and the nut 24, on the other hand. The screw and the nut 24 thus form axial clamping means of the two flanges 16 towards each other as will be explained in more detail later.

The shafts 18 of the two yokes 14 are arranged coaxially along a substantially transverse axis "A" that is common on the frame 10.

Alternatively, the two axes "A" of each shaft 18 are substantially transverse. Each shaft 18 having an axis "A" making an angle in the substantially transverse longitudinal plane up to 30 ° relative to the axis of the other shaft.

The two yokes 14 are fixedly mounted on the longitudinal members 12 with a fixed axial distance "D1" having a determined dimension with an uncertainty due to the manufacturing and mounting tolerance of the frame 10 and the yokes 14.

The chassis 10 shown in Figure 1 is intended to receive an axle 26 of a motor vehicle. This is an axle 26 which is intended to carry the two wheels 28 rear of the vehicle. The axle 26 comprises mainly two generally longitudinal arms 30 which are connected together by a cross member 32 of transverse axis.

Each arm 30 has a first longitudinal end 34 and a second rear longitudinal end 36. Each arm 30 is made of a rigid material, for example steel or aluminum.

The crosspiece 32 is connected to an intermediate section of each arm 30. This is a so-called "semi-rigid" axle in which the cross member 32 has a high bending stiffness but a greater torsional elasticity around its axis to provide an anti-roll effect to the axle 26.

The second rear end 36 of each arm 30 comprises means for rotating a rear wheel 28 associated with the vehicle.

The first end 34 of each arm 30 comprises an elastic hinge 38 for the pivoting mounting of each arm on an associated yoke 14 of the frame 10. The two elastic hinges 38 are arranged coaxially on a common transverse axis "A". The two joints 38 are arranged with a fixed "D2" axial spacing on the axle 26. The spacing "D2" between the two joints 38 has a fixed dimension which is substantially equal to said determined dimension of spacing "D1" between the two clevises 14 with an uncertainty due to manufacturing tolerances and assembly of the axle 26.

Because of the uncertainties due to manufacturing and mounting tolerances on both the frame 10 and the axle 26, the spacings "D1" and "D2" are likely to differ by a few millimeters.

As a result, at least one of the two articulations 38 of the axle 26 comprises means for adjusting the operating clearances of the articulation 38.

A first embodiment of such a hinge 38 has been shown in more detail in FIG. 3. This FIG. 3 represents the elastic articulation 38 mounted in the associated yoke 14. The elastic hinge 38 comprises a tubular ring 40, with or without an outer shoulder, of axis "A" transverse which is fixed to the end 34 of the front longitudinal arm 30. The hinge 38 further comprises an inner tubular ring 42 concentric to the outer ring 40. An elastic annular member 44 is interposed radially between the inner ring 42 and the outer ring 40. The inner ring 42 is thus connected to the outer ring 40 via the elastic member 44.

The inner ring 42 is intended to be fixedly mounted around the shaft 18 between the two flanges 16 of the yoke 14. The inner ring 42 is notably locked in axial sliding on the shaft 18. The elastic member 44 is for example made of an elastomeric material. The elastic member 44 allows the inner ring 42 to slide elastically in an axial direction relative to the outer ring 40. This in particular makes it possible to confer a certain flexibility on the connection between the chassis 10 and the wheels 28 by deformation in axial shear of the elastic member 44.

To limit the axial displacement of the outer ring 40 relative to the inner ring 42, it is known to equip the elastic joint 38 with a radial abutment face 46. This radial abutment face 46 is carried rigidly by a support member. The support member is here formed by a stop ring 48.

This radial abutment face 46 is intended to be fixedly arranged with respect to the inner ring 42 in a set axial position in which the abutment face 46 is arranged opposite an outer ring edge 50 with a set "J1" axial game of saturation when the elastic member 44 is in an axially unconstrained state. This makes it possible to limit the axial displacement in one direction of the outer ring 40, and therefore of the axle 26, with respect to the inner ring 42, and therefore with respect to the frame 10. The other articulation 38 is equipped with a similar stop face to block the axial displacement of the axle 26 relative to the frame 10 in the other direction.

Due to the uncertainties on the spacings "D1" and "D2", as explained above, during the assembly of the joints 38 in the yokes 14 associated, the inner ring 42 is likely to be axially offset by a few millimeters with respect to the ring 40 outside. Thus, when the axle 26 is at rest, that is to say in the absence of forces capable of axially sliding the axle 26 relative to the frame 10, the elastic member 44 is still subject to prestressing when it should theoretically be in an unconstrained state. The axial offset of the rings 40, 42 with respect to each other implies that the clearance "J1" between the abutment face 46 and the outer ring 40 differs from the theoretically determined saturation clearance "J1".

Such uncertainty over the actual value of the game "J1" is likely to deteriorate the comfort and suspension behavior of the vehicle.

To solve this problem, the abutment ring 48 is axially movably received on the shaft 18 to allow adjustment of the saturation clearance "J1" to its theoretical value after the articulation 38 has been positioned on the shaft 18.

The stop ring 48 is axially movable about a fixing sleeve 52 which is interposed radially between the abutment ring 48 and the shaft 18.

The sleeve 52 is made of an elastically deformable material, for example plastic or steel.

The attachment sleeve 52 is interposed axially between the inner ring 42 and a flange 16 of the yoke 14. Thus, the fixing sleeve 52 is supported axially against the inner ring 42, and the assembly formed by the fixing sleeve 52 and the inner ring 42 is blocked axially between the two flanges 16.

In the embodiment shown in FIG. 3, the fixing sleeve 52 is made integrally with the inner ring 42 of the articulation 38.

The sleeve 52 has an external thread 54 which cooperates with an internal thread 56 complementary to the stop ring 48 to allow adjustment of the clearance "J1" of saturation by rotation of the stop ring 48 about its axis "A".

The attachment sleeve 52 further comprises means for blocking the displacement of the thrust ring 48 axially in both directions when the flanges 16 are clamped towards each other. For this purpose, the fixing sleeve 52 here comprises a radial slot 58 which passes through its cylindrical wall. The slot 58 extends partially through the fixing sleeve 52 so that the attachment sleeve 52 remains in one piece.

The fixing sleeve 52 is thus capable of occupying an axially unstressed state in which the abutment ring 48 is free to be displaced axially to its set position by screwing or unscrewing. When the fixing sleeve 52 is clamped axially between the two flanges 16, the fixing sleeve 52 occupies a state constrained by axial clamping in which the stop ring 48 is locked in the set position by clamping the threads of the thread 54 of the sleeve 52 of FIG. fastening against the threads of the tapping 56 of the thrust ring 48. Specifically, the threads of the attachment sleeve 52 arranged on either side of the slot 58 come closer to be clamped axially against the threads of the internal thread of the stop ring 48 to lock the ring 48 in its set position. Thus, the external threads of the attachment sleeve 52 form friction faces which are pressed against the threads of the thrust ring 48 to immobilize it.

Thus, during assembly of the axle 26 on the frame 10, the joints 38 are arranged between the two flanges 16 of the yoke 14 associated. This operation is facilitated when the sleeve 52 is made integrally with the inner ring 42. The stop ring 48 is previously screwed around the fixing sleeve 52.

Then, the screw carrying the shaft 18 is inserted through the flanges 16, the sleeve 52 and the inner ring 42 of the hinge 38. The nut 24 is then screwed to the threaded end 22 of the screw so as to bring the ring 42 into loose contact with the flanges 16.

Thus, the hinge 38 is held in position on its yoke 14, but the attachment sleeve 52 remains in its unconstrained state. This allows the operator to adjust the saturation clearance "J1" by screwing or unscrewing the abutment ring 48 to move it axially to its set position.

After this adjustment operation, the operator performs an operation of fixing the hinge 38 in the yoke 14 by tightening the nut 24 tightly so that the flanges 16 are axially clamped on either side of the ring 42 inside and the fixing sleeve 52. This clamping causes an elastic deformation of the sleeve 52 for fixing by axial approximation of the two edges of the slot 58. This results in the fixing of the inner ring 42 on the shaft 18 by locking between the two flanges 16 and the immobilization of the stop ring 48 on the attachment sleeve 52. The stop ring 48 is thus immobilized with respect to the inner ring 42. The elastic articulation 38 carried by the other arm 30 is here identical by symmetry to the elastic joint 38 which has just been described.

FIG. 4 shows a second embodiment of the invention which makes it possible, in addition to adjusting the saturation clearance "J1", to eliminate the axial prestressing of the articulation 38 when the axle 26 is at rest.

In this second embodiment, the hinge 38 itself has a structure similar to that of the hinge 38 described above. Only the differences will be described later. The support element of the abutment face 46 is here formed directly by the inner ring 42 of the elastic articulation 38. In other words, the abutment face 46 is fixed relative to the inner ring 42 even before mounting the hinge 38 on the yoke 14 associated. The abutment face 46 is here carried by an abutment ring 48 which is directly fixed on the inner ring 42 of the joint 38, for example by welding.

To allow adjustment of the saturation clearance "J1", the inner ring 42 is received with an axial clearance between the two flanges 16. The inner ring 42 is also received on the shaft 18 with a radial clearance "J2" which allows it to be moved freely axially on the shaft 18.

In this embodiment, the axial clearance between the end face 46 and the outer ring 40 is equal to the set "J1" saturation when the elastic member 44 is in an unstressed state. During assembly of the elastic articulation 38, the inner ring 42 moves elastically under the effect of the elastic member 44 to a set position in which the elastic member 44 is unconstrained. Thus, the "J1" saturation game is set automatically. The arrangement also comprises a fixing sleeve 52 which is interposed radially between the inner ring 42 and the shaft 18. This sleeve 52 is intended to fix the inner ring 42 relative to the frame 10 in its set position. The sleeve 52 is received substantially without axial play or with very little axial clearance between the two flanges 16 so that it can be clamped between the two flanges 16 when the hinge 38 is fixed in the yoke 14. Fixing sleeve 52 is received on the shaft 18 with an internal radial clearance to allow locking of the inner ring 42 relative to the shaft 18 as will be explained in more detail later.

In this second embodiment, the sleeve 52 is divided into two independent sections 52A, 52B by a cutoff 55 in bevel, as shown in FIG. 5. Each section 52A, 52B is thus delimited on one side by an edge. 53 of free end oblique with respect to the axial direction.

Thus, in the constrained state of the sleeve 52 by axial clamping between the two flanges 16, the two sections 52A, 52B of the sleeve 52 slide one on the other in the direction of the cut 52 in opposite directions as indicated by the arrows "F". The edges of the cut 55 thus form ramps which guide the radial sliding movement of the sections 52A, 52B against each other. This sliding is authorized by the presence of the radial clearance existing between the sleeve 52 and the shaft 18 around which it is received.

Each section 52A, 52B thus acts as a wedge which bears radially against an inner face of the inner ring 42. A portion of the cylindrical outer face of each section 52A, 52B thus forms a friction face which is pressed against the inner ring 42. The two sections 52A, 52B being themselves axially clamped between the two flanges 16, the inner ring 42, and therefore the abutment face 46, are then fixed with respect to the frame 10.

To facilitate the assembly of the elastic articulation 38, before clamping the flanges 16, the two sections 52A, 52B of the sleeve 52 are axially connected by a breakable axial tongue 57 under the clamping stress of the flanges 16. The sleeve 52 is example manufactured by partially cutting an entire tubular sleeve according to the cut 55 bevel as shown in Figure 6. By interrupting the slicing before the total separation of the two sections 52A, 52B, there remains the tab 57.

Such a sleeve 52 is for example made of steel or aluminum.

Only one of the two hinges 38 is here produced according to the second embodiment, the inner ring 42 of the other hinge 38 being mounted without clearance between the two flanges 16 associated and said other hinge 38 having no adjustment means of the saturation game. In this case, the hinge 38 made according to the second embodiment of the invention allows an axial clearance of the inner ring 42 sufficient on the shaft 18 to make up all mounting tolerances.

In a variant not shown of the invention, the two joints 38 of the axle are made according to the second embodiment of the invention.

Thus, during assembly of the axle 26 on the frame 10, the sleeve 52 is arranged concentrically inside at least one of the joints 38. Then the joints 38 are arranged between the two flanges 16 of the yoke 14 associate.

Then, the screw carrying the shaft 18 is inserted through the flanges 16, the sleeve 52 inside the hinge 38. In doing so, the inner ring 42 is resiliently biased towards its position adjusted by the elastic member 44 and the "J1" saturation game is set automatically. The nut 24 is then screwed to the threaded end 22 of the shaft 18 and clamped against the flange 16 associated so that the flanges 16 are clamped axially on either side of the sleeve 52 for fixing. This clamping causes the breaking of the tongue 57. The sections 52A, 52B of the sleeve 52 are then constrained by the axial sliding clamping in the direction of the cutoff 55 to wedge the inner ring 42, and thus the abutment face 46, in his position set. The arrangement made according to this second embodiment advantageously allows an automatic adjustment of the "J1" saturation clearance.

In addition, this arrangement advantageously makes it possible to catch the mounting tolerances at the level of the inner ring 42 so that the elastic member 44 is in an unconstrained state when the axle 26 is at rest. As a result, the elastic member 44 is likely to have a longer life.

FIGS. 7 and 8 show an alternative embodiment of the second embodiment of the invention.

This variant differs from the second embodiment previously described only by its sleeve 52. Thus, only the sleeve 52 and its two states, constrained and unconstrained, will be described later. The description of the hinge 38 and its mounting on the yoke 14 associated are applicable to the identical to this variant.

As shown in Figure 7, the sleeve 52 is here made in one piece. In its unstressed state, the sleeve 52 has a tubular shape of axis "A" transverse rectilinear.

However, in its state constrained by axial clamping between the two flanges 16, as shown in Figure 8, the sleeve 52 is deformed by buckling so that certain portions of the outer cylindrical face of the sleeve 52 are clamped radially against the inner face of the inner ring 52. The clamping force is symbolized by the arrows in FIG. 8. This buckling deformation is authorized by the presence of the radial clearance existing between the sleeve 52 and the shaft 18 around which it is received.

To promote this deformation by buckling, the sleeve 52 advantageously comprises at least one radial notch 59 which partially passes through its wall. This notch 59 makes it possible to reveal a fold when the sleeve 52 is tightened in its constrained state.

In the example shown in the figures, the sleeve 52 has two notches 59 axially offset. The two notches 59 emerge radially in two opposite directions so that in its constrained state the sleeve 52 is deformed by "S" -shaped buckling, as illustrated in FIG. 8.

The sleeve 52 is for example made of steel or aluminum.

According to yet another non-illustrated embodiment of the second embodiment, the sleeve 52 is deformable in the manner of an expansion pin. The body of the sleeve is for example provided with axial slots regularly distributed around an intermediate section. These slots delimit blades connected by each of their axial ends to an end section of the sleeve. During axial tightening of the sleeve, the blades are arched outwards to come into contact with the inner face of the inner ring and thus block its axial displacement. The arrangement made according to any one of the embodiments of the invention thus makes it possible to mount axles on a vehicle chassis previously equipped with fixed yokes. Such a chassis is less expensive to manufacture.

Claims (12)

1. Arrangement for the articulation of an axle (26) on a chassis (10) of a motor vehicle comprising: - at least one yoke (14) which is fixed to the frame (10) of the vehicle and which comprises two flanges (16); ) parallel; a shaft (18) of axial axis (A) which is fixed orthogonally between the two flanges (16) of the yoke (14); an elastic articulation (38) which comprises an outer ring (40) which is fixed to the axle (26), a concentric inner ring (42) and an elastic annular member (44) which is interposed radially between the ring (42); ) and the outer ring (40), the inner ring (42) being intended to be fixedly mounted around the shaft (18) between the two flanges (16); - a radial abutment face (46) which is rigidly supported by a support element and which is intended to be fixedly arranged with respect to the inner ring (42) in a set axial position in which the face (46) of stop is arranged vis-à-vis the outer ring (40) with a set (J1) determined axial saturation; - Axially clamping means of the two flanges (16) towards each other to axially immobilize the inner ring (42); characterized in that the support member is axially movably received on the shaft (18) to allow adjustment of the saturation clearance (J1), a fixing sleeve (52) being radially interposed between the support member and the shaft (18), the sleeve (52) being capable of occupying an unconstrained state in which the support element is free to be displaced axially to its set position and a state constrained by axial clamping between the two flanges (16) wherein the support member is locked in the set position by clamping at least one friction face of the sleeve (52) against the support member. 2. Arrangement according to the preceding claim, characterized in that the sleeve (52) is interposed axially between the inner ring (42) and a flange (16) of the yoke (14), the support element of the face (46). ) abutment being formed by an abutment ring (48) which is arranged around the sleeve (52). 3. Arrangement according to the preceding claim, characterized in that the sleeve (52) has an external thread (54) which cooperates with an internal thread (56) complementary to the stop ring (48) to allow axial adjustment of the clearance ( J1) saturation. 4. Arrangement according to the preceding claim, characterized in that the sleeve (52) is at least partially radially split by a slot (58) extending through the thread (54) so that in constrained state, the nets arranged on either side of the slot (58) come together to be axially tight against the internal tapping threads (56) of the inner ring (42) to lock the inner ring (42) in its set position. 5. Arrangement according to any one of claims 2 to 4, characterized in that the sleeve (52) is made integral with the ring (42) inner of the joint (38). 6. Arrangement according to claim 1, characterized in that the support member comprises the ring (42) inner of the hinge (38), the ring (42) inner being received with a clearance (J2) axial between the two flanges (16), and the sleeve (52) being interposed radially between the inner ring (42) and the shaft (18). 7. Arrangement according to the preceding claim, characterized in that the sleeve (52) is received on the shaft (18) with an internal radial clearance. 8. Arrangement according to the preceding claim, characterized in that in its constrained state, the sleeve (52) is deformed by buckling so that certain portions of an outer cylindrical face of the sleeve (52) are clamped radially against an inner face of the inner ring (42). 9. Arrangement according to the preceding claim, characterized in that the sleeve comprises at least one notch (59) radial which partially through the sleeve (52) to promote its deformation by buckling. 10. Arrangement according to claim 7, characterized in that the sleeve is provided with axial slots on an intermediate section so as to cause its deformation by expansion in its constrained state. 11. Arrangement according to claim 7, characterized in that in its constrained state, the sleeve (52) is divided into two independent sections (52A, 52B) by a cut (55) bevel which causes, in its forced state, a radially wedging each of the sections (52A, 52B) against an inner face of the inner ring (42) by sliding the beveled edges (53) of the sections (52A, 52B) one on the other. 12. Arrangement according to the preceding claim, characterized in that before the clamping of the flanges (16), the two sections (52A, 52B) of the sleeve are axially connected by at least one tongue (57) axial breakable under the stress of clamping the flanges (16).