Bearing for vehicle stabilizer bar

Abstract

Bearing (20) for a vehicle stabilizer bar (10), comprising: - a flange part (30) comprising at least one retaining portion (31) and a cavity lined with an elastomer coating (60), the cavity being configured to at least partially receive the stabilizer bar (10); and - at least one first spring (70) provided in the cavity of the flange part (30), embedded in the elastomer coating (60), so as to at least partially surround the stabilizer bar (10). Figure for abstract: Fig. 5

Description

Title of the invention: Bearing for vehicle stabilizer bar Technical field

[0001] The present exposition relates to a vehicle stabilizer bar bearing, as well as a vehicle stabilizer assembly comprising such a bearing.

[0002] Such a stabilizer assembly can be suitable for any type of stabilizer bar and any type of vehicle, in order to limit vehicle roll. In particular, such a stabilizer assembly can be used for any axle of the vehicle. Prior art

[0003] In a vehicle with axles, the two wheels of the same axle are generally connected by a stabilizer bar. Such a stabilizer bar, also called an anti-roll bar, is a suspension component of the vehicle. This bar acts as a spring that connects the two wheels of the same axle. It thus reduces body roll during cornering and dampens the deformations experienced by the suspension, in order to maintain optimal contact between the tires of said wheels and the road surface, ensuring maximum grip.

[0004] Each end of the stabilizer bar is thus fixed to the suspension triangle of a wheel, by means of ball-jointed links, while its central part is fixed to the chassis of the vehicle using at least two bearings.

[0005] These bearings are designed to allow the stabilizer bar to be fixed to the vehicle chassis while offering some flexibility, the stabilizer bar needing to be able to move slightly relative to the chassis.

[0006] For this purpose, the bearings generally comprise a metal flange and an elastic ring interposed between the stabilizer bar and the flange. This elastic ring, often made of elastomer, is thus generally placed around the stabilizer bar and then clamped by the flange, creating a compression that holds the ring in place.

[0007] However, such bearings are not sufficiently radially rigid. In other words, they do not exhibit good resistance to deformation or movement along a radial axis relative to the longitudinal axis of the bearing. Radial rigidity determines the extent to which the bearing can maintain the stabilizer bar in a stable position relative to the vehicle chassis. Insufficient radial rigidity can lead to undesirable movement of the stabilizer bar, which can negatively impact the vehicle's handling and stability when cornering.

[0008] On the other hand, such stages alternatively or additionally present a Excessive torsional rigidity. These bearings are therefore too rigid with respect to rotational movements around their longitudinal axis. The bearing then transmits vehicle vibrations and shocks more directly to the passengers because it does not deform sufficiently to absorb such shocks. Driving becomes uncomfortable and generates unpleasant sensations for the vehicle occupants. Furthermore, excessive torsional rigidity can lead to premature wear of certain parts of the bearing due to high stress concentrations.

[0009] Thus, it is essential to design bearings for a stabilizer bar that offer an appropriate balance between radial stiffness and torsional stiffness to ensure stable, safe and comfortable driving.

[0010] There is therefore a real need for a vehicle stabilizer bar bearing, as well as a vehicle stabilizer assembly, which are free, at least in part, from the disadvantages inherent in the aforementioned known configurations. Statement of the invention

[0011] The present description relates to a vehicle stabilizer bar bearing, comprising: - a flange component comprising at least a retaining portion and a cavity lined with an elastomeric coating, the cavity being configured to at least partially receive the stabilizer bar, and - at least one first spring provided in the cavity of the flange part, embedded in the elastomer coating, so as to at least partially surround the stabilizer bar.

[0012] Thanks to such a spring, the radial stiffness of the bearing is increased by absorbing the energy from the stresses exerted radially on the bearing. The spring thus makes it possible to better resist the deformations that may be generated by such stresses.

[0013] Furthermore, the spring has the advantage of reducing the torsional rigidity of the bearing when it undergoes rotational movements around said longitudinal axis. The bearing therefore deforms in torsion in such a way as to absorb more shocks and vibrations and thus reduce their transmission to the vehicle occupants.

[0014] The first spring thus arranged in the cavity of the flange part therefore allows better torsional flexibility while maintaining the overall stability of the vehicle's stabilizer assembly.

[0015] To this end, the first spring has certain characteristics that enable it to obtain such advantages. In any event, a person skilled in the art, understanding the usefulness of having a spring inside the cavity of the flange part, is able to define the spring characteristics that they consider most suitable for needs and specific constraints of its application.

[0016] It is understood that the first spring may be a so-called arc spring or a so-called solid spring. More specifically, an arc spring comprises discontinuous coils surrounding the stabilizer bar on only one specific side of the longitudinal axis of the bearing. As for the solid spring, unlike an arc spring, it comprises continuous coils which may therefore partially or completely surround the stabilizer bar along its length.

[0017] In some embodiments, the flange part is annular, its cavity being cylindrical and configured to completely surround the stabilizer bar.

[0018] When the cavity completely surrounds the stabilizer bar, the bearing is considered "solid," meaning that it has a single mechanical structure without any significant slots, openings, or discontinuities in its structure. Thus, since the cavity is a single piece, or monobloc (and not the result of assembling two slotted bearings, each with a flange cavity), the stabilizer bar is completely enclosed by said cavity.

[0019] In some embodiments, the flange part comprises first and second flange elements configured to be brought together against each other, each flange element comprising a cavity portion, lined with the elastomeric coating, jointly forming said cavity of the flange part.

[0020] More specifically, the first and second flange elements form a split-type bearing which therefore has a mechanical structure equipped with a mechanism allowing it to be installed around the chassis or removed from its position. In this case, a first spring, solid or arc-shaped, can be arranged in the first flange element and a second spring can be arranged in the second flange element.

[0021] In some embodiments, at least one spring comprises first and second arc-shaped spring elements arranged opposite each other so as to at least partially surround the stabilizer bar.

[0022] The first arc-shaped spring element is then arranged in the first flange element and the second arc-shaped spring element is arranged in the second flange element.

[0023] In some embodiments, the bearing includes a second spring provided in the cavity of the flange part, embedded in the elastomer coating, so as to surround at least partially the stabilizer bar concentrically with the first spring.

[0024] The first and second springs have a different number of turns and / or direction of winding of the turns.

[0025] In other words, the first and second springs interlock in such a way as to work together to provide a particular mechanical response. The first and second springs are placed one inside the other so that their windings intertwine, meaning that the coils of the first spring entangle those of the second spring.

[0026] By way of example, in a solid bearing, the first and second springs are partially or completely interlocked along the cavity of the flange portion. Alternatively, when the first and second springs, arranged in an arc, are positioned on either side of the cavity of the split bearing, they can each be reinforced by the second spring. And, in another embodiment, the first and second springs are solid; they can each interlock with a second spring in each flange element. In this case, the first spring interlocks with a second spring in the first flange element, and the first second spring interlocks with a second spring in the second flange element.

[0027] Such configuration examples allow a person skilled in the art to optimize the footprint of the landing according to its structure.

[0028] In some embodiments, at least one spring is a helical spring. Possibly every spring is helical.

[0029] The term “at least one spring” means the first spring and / or the second spring.

[0030] In some embodiments, at least one spring has a constant diameter. Optionally, each spring has a constant diameter.

[0031] Of course, this does not exclude the possibility that the diameter can be evolving, giving for example a conical shape along its length.

[0032] In some embodiments, a wire of at least one spring has a solid or hollow cross-section. Optionally, the wire of each spring has a solid or hollow cross-section.

[0033] In some embodiments, at least one spring is made of plastic, metal, or composite material. Optionally, each spring is made of plastic, metal, or composite material.

[0034] In some embodiments, the bearing comprises at least one insert, distinct from the first spring, extending over substantially the entire length of the cavity of the flange portion, embedded in an elastomeric coating.

[0035] Thanks to such an insert thus coupled to the first spring (and possibly to the second spring), the mechanical strength as well as the radial stiffness of the flange part is further increased.

[0036] In some embodiments, the insert is a two-dimensional sheet formed from a plurality of unidirectional cords, extending in an extension direction, assembled next to each other in an assembly direction.

[0037] The present description also relates to a vehicle stabilizer assembly, including - a stabilizer bar, and - at least one bearing as defined above, in which the stabilizer bar passes through the cavity of the flange part of the bearing, the stabilizer bar being secured to the bearing by means of the elastomer coating.

[0038] The above-mentioned features and advantages, as well as others, will become apparent upon reading the following detailed description of exemplary embodiments of the vehicle stabilizer bar bearing, as well as the proposed stabilizer assembly. This detailed description refers to the accompanying drawings. Brief description of the drawings

[0039] The attached drawings are schematic and are intended primarily to illustrate the principles of the disclosure. In these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference signs.

[0040] [Fig-1] [Fig.l] is a perspective view of a stabilizer assembly;

[0041] [Fig.2] [Fig.2] is a perspective view of an example of a bearing;

[0042] [Fig.3] [Fig.3] is a perspective view of the flange of [Fig.2];

[0043] [Fig.4] [Fig.4] is a sectional view of the flange of [Fig.2]; and

[0044] [Fig.5] [Fig.5] is a sectional view of the flange of [Fig.2] including a spring in its cavity according to the invention. Description of the embodiments

[0045] In order to make the invention more concrete, an example of a stabilizing assembly is described in detail below, with reference to the accompanying drawings. It is recalled that the invention is not limited to this example.

[0046] [Fig.l] represents a stabilizing assembly 1 for a vehicle which is understood as any mobile structure, preferably an automobile such as a truck or a car or a utility vehicle, designed for the transport of people or goods.

[0047] More particularly, the stabilizer assembly 1 includes a stabilizer bar 10, solid or hollow, painted or unpainted, the central part of which 11 is equipped with two bearings 20. Such bearings 20 are intended to be fixed to the chassis of the vehicle while the ends 12 of the stabilizer bar 10 are intended to be fixed to parts of the vehicle attached to each wheel of the same axle, in particular the suspension triangle of each wheel of the axle.

[0048] The bearings 20 can be solid or in the form of two split bearings intended to be assembled together. More specifically, a solid bearing is characterized by a unitary mechanical structure without significant slots, openings, or discontinuities in its structure, whereas a split bearing (or half-bearing) has a mechanical structure with an opening or slot, allowing it to be installed around the chassis and assemble it with another split bearing or remove it from around the chassis.

[0049] Thus, as illustrated in [Fig.2], the bearing 20, whether split or solid, is mounted on a section 13 of the stabilizer bar 10 and includes a flange portion 30 having a cavity lined with an elastomeric coating 60 and intended to receive at least partially the stabilizer bar 10.

[0050] By way of example, when the bearing 20 is solid, it can completely enclose the stabilizer bar 10 along an axis A corresponding to the direction of extension of the stabilizer bar 10 when the bearing 20 is mounted. Conversely, when the bearing 20 is split, it can only enclose the stabilizer bar 10 on one side of the axis A, while another split bearing 20 encloses the stabilizer bar 10 on the other side of the axis B.

[0051] In this example, the bearing 20 is solid and has a general U-shape but may, alternatively, have a cylindrical, conical or elliptical shape. Thus, since the flange portion 30 also matches the shape of the bearing 20, its cavity may be of cylindrical, conical or elliptical shape so as to completely surround the stabilizer bar 10. The flange portion 30 corresponds in this case to a flange 30. On the other hand, the flange portion 30 may be of semi-cylindrical, semi-conical or semi-elliptical shape when the bearing 20 is split and thus partially surrounds the stabilizer bar 10. In the latter case, the flange portion 30 comprises first and second flange elements 30 configured to be attached to each other. Each flange element 30 then comprises a cavity portion, each lined with the elastomer coating 60, jointly forming said cavity of the part of the flange 30.

[0052] Figures 3 and 4 show this flange portion 30 (or flange 30 in this example) of the solid bearing 20 in perspective and in section along its median plane, respectively. Of course, the person skilled in the art is able to adapt the exemplary embodiments described below to a split bearing.

[0053] The flange part 30 comprises at least one retaining portion 31 which extends laterally to the axis A as illustrated in [Fig.4] by a sectional view along the axis B. Each retaining portion 31 has a bearing surface 32 forming the bearing surface of the flange part 30 and more broadly of the bearing 20, and a through bore 33 perpendicular to the axis A and therefore perpendicular to the bearing surface of the flange part 30. Each bore 33 is provided with a metal sleeve 34. This metal sleeve 34 is here shouldered, that is to say T-shaped. However, in other examples, it could be simply cylindrical.

[0054] As illustrated in [Fig. 4], the bearing 20 optionally comprises at least one insert 50 extending over substantially the entire length of the cavity in the flange portion 30. Such an insert 50 is embedded in the elastomer coating 60 (not visible in this figure). By “substantially” it is understood that the insert 50 extends over at least 90% of the length of said cavity, preferably at least 99% of its length.

[0055] In the present example, the insert 50 takes the form of a two-dimensional sheet formed by a plurality of unidirectional cords extending in the same direction of extension, here the direction of the axis A. The sheet is arranged along the cavity of the flange portion 30 so that the insert 50 covers the entire surface of the cavity. The insert 50 can extend beyond the cavity so as to form at least a portion of the bearing surface 32 of each retaining tab 31. A fillet 51 is thus formed by the insert 50 at the interface between the cavity and the bearing surface 32. In the present example, each cord has a diameter of 2 mm and is made of polyamide reinforced with glass fibers. These glass fibers are continuous fibers. The cords are assembled together within the sheet using a resin which is also polyamide.

[0056] The insert 50 may be made of another material such as a metallic material, for example aluminum. The insert 50 may alternatively be made of plastic, its thickness being able to be 4 mm for example, or of a so-called “composite” material which refers to any material manufactured from the combination of two or more different materials.

[0057] Of course, the person skilled in the art is able to choose other materials that he considers more suitable depending on his specific needs and the constraints of the application. The choice of the material of the insert 50 may thus depend on the required mechanical properties, the corrosion resistance, the ease of manufacture and other technical considerations. For example, among the metallic materials commonly used for such applications, mention may be made of steel or aluminum.

[0058] In another variant, the insert 50 is formed from at least two insert segments (or sections) 50. For example, a first insert segment 50 extends over 50% of the length of said cavity of the flange portion 30 and a second insert segment 50 extends over 45% of the length of the cavity. Thus, the insert 50, by its first and second insert segments 50, extends over 95% of the length of the cavity.

[0059] Thanks to such an insert 50 in all of its variants, the mechanical strength and the radial stiffness of the flange portion 30 are significantly increased. As indicated above, the insert 50 is not an essential component of the bearing 20, whether it is solid or split. In other words, the bearing 20 has a first embodiment in which the flange portion 30 comprises the insert 50 and has a second embodiment in which the flange portion 30 does not contain an insert 50. It is further understood that all of the examples described in the present application applies equally well to a bearing 20 including or not including insert 50.

[0060] However, while adding the insert 50 to the flange portion 30 does increase the radial rigidity of the bearing 20, it does not do so sufficiently. Furthermore, the insert 50 does not reduce the torsional rigidity of the bearing 20. The invention therefore proposes inserting a spring into the flange portion 30 to achieve a suitable balance between radial and torsional rigidity, thus ensuring a stable and comfortable ride for the vehicle driver. Indeed, the spring, thus positioned in the flange portion 30, allows for greater torsional flexibility while maintaining the overall stability of the vehicle's stabilizing assembly.

[0061] This spring is illustrated in [Fig.5] which shows a sectional view of the flange part 30 (or flange 30 in the case of a solid bearing 20) along the axis B perpendicular to the longitudinal axis A.

[0062] As illustrated, the bearing 20 further comprises a first spring 70, disposed in the cavity of the flange portion 30. Such a spring is embedded in the elastomeric coating 60 and at least partially surrounds the stabilizer bar 10.

[0063] More particularly, the first spring 70 may be a so-called arc spring or a so-called solid spring. A circular arc spring comprises discontinuous spirals surrounding the stabilizer bar 10 on a specific side of the longitudinal axis of the bearing 20 only. As for the solid spring, it comprises, unlike a circular arc spring, continuous turns which can therefore partially or completely surround the stabilizer bar 10 along its length.

[0064] In the example of a split bearing 20, such a first spring 70 may comprise a first spring element and a second arcuate spring element arranged opposite each other so as to partially surround the stabilizer bar 10.

[0065] The first arcuate spring element is then disposed in the first flange element and the second arcuate spring element is disposed in the second flange element.

[0066] Alternatively, in the context of a solid bearing 20, the first spring element and the second spring element are solid and arranged opposite each other.

[0067] Thus, whether the first spring element and the second spring element are solid or arcuate, there is, for example, a first spring disposed in the first flange element and a second first spring disposed in the second flange element.

[0068] The bearing 20 optionally comprises a second spring (not visible in [Fig.5]), also provided in the cavity of the part of the flange 30. As for the first spring 70, the second spring is embedded in the elastomer coating 60 and at least partially surrounds the stabilizer bar 10 concentrically to the first spring 70.

[0069] Thus, the first and second springs interlock so as to together provide a particular mechanical response. The first and second springs are placed one inside the other so that their windings intertwine. For this purpose, the first and second springs have a different number of turns and / or a different winding direction of the turns.

[0070] By way of example, in a solid bearing 20, the first and second solid springs are partially or completely interlocked along the cavity of the flange portion 30. In another configuration, the first and second springs, arranged in an arc, are each reinforced by said second spring. In yet another configuration, the first and second springs are solid and can each interlock with a separate second spring in each flange element within a split bearing 20.

[0071] The second spring may have the same characteristics or different characteristics from the first spring 70.

[0072] It is understood that the first spring 70 is a helical spring. Alternatively, the first spring 70 is a cylindrical or conical spring. Of course, the second spring can also be a helical, cylindrical, or conical spring. It is also understood that a person skilled in the art is able to choose the appropriate shape of the first and / or second spring depending on the available space in the flange portion 30, for example, or depending on other technical or commercial considerations.

[0073] The first spring 70 may have a constant or changing diameter, just like the second spring. Similarly, the section of the first and / or second spring may be rectangular, circular or elliptical. Such springs may be made of plastic, metal or composite material. The person skilled in the art may choose other materials that he considers more suitable for his application and the constraints encountered. Furthermore, each spring may be segmented into a plurality of spring portions extending successively on the same axis.

[0074] Although the present invention has been described with reference to specific exemplary embodiments, it is obvious that modifications and changes may be made to these examples without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various illustrated / mentioned embodiments may be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than restrictive sense.

[0075] It is also obvious that all the characteristics described with reference to a method are transposable, alone or in combination, to a device, and conversely, all the characteristics described with reference to a device are transposable, alone or in combination, to a method.

Claims

Claims

1. Bearing (20) for a vehicle stabilizer bar (10), comprising: - a flange part (30) comprising at least one retaining portion (31) and a cavity lined with an elastomer coating (60), the cavity being configured to at least partially receive the stabilizer bar (10); and - at least one first spring (70) provided in the cavity of the flange part (30), embedded in the elastomer coating (60), so as to at least partially surround the stabilizer bar (10).

2. The bearing (20) of claim 1, wherein the flange portion (30) is annular, its cavity being cylindrical and configured to completely surround the stabilizer bar (10).

3. Bearing (20) according to claim 1, wherein the flange portion (30) comprises first and second flange elements (30) configured to be fitted against each other, each flange element comprising a cavity portion, lined with the elastomeric coating (60), jointly forming said cavity of the flange portion (30).

4. The bearing (20) of claim 3, wherein at least one spring (70) comprises first and second arcuate spring members arranged opposite each other so as to at least partially surround the stabilizer bar (10).

5. Bearing (20) according to any one of the preceding claims, comprising a second spring provided in the cavity of the flange portion (30), embedded in the elastomeric coating (60), so as to at least partially surround the stabilizer bar (10) concentrically with the first spring (70), the first and second springs having a different number of turns and / or a different direction of winding of the turns.

6. A bearing (20) according to any preceding claim, wherein at least one spring (70) is a helical spring, optionally each spring (70) is helical.

7. Bearing (20) according to any one of the preceding claims, in which at least one spring (70) has a constant diameter, optionally each spring (70) has a constant diameter.

8. Bearing (20) according to any one of the preceding claims, in which a wire of at least one spring (70) is of solid or hollow section, optionally the wire of each spring (70) is of solid or hollow section hollow.

9. A bearing (20) according to any preceding claim, wherein at least one spring (70) is made of plastic, metal or composite material, optionally each spring (70) is made of plastic, metal or composite material.

10. Bearing (20) according to any one of the preceding claims, comprising at least one insert (50), distinct from the first spring (70), extending over substantially the entire length of the cavity of the flange portion (30), embedded in the elastomer coating (60).

11. Bearing according to claim 10, in which the insert (50) is a two-dimensional sheet formed of a plurality of unidirectional cords, extending in an extension direction, assembled next to each other in an assembly direction.

12. Stabilizer assembly (1) for a vehicle, comprising - a stabilizer bar (10), and - at least one bearing (20) according to any one of claims 1 to H, wherein the stabilizer bar (10) passes through the cavity of the flange portion (30) of the bearing (20), the stabilizer bar (10) being integral with the bearing (20) via the elastomeric coating (60).