vehicle stabilizer bar bearing

Abstract

Bearing for a vehicle stabilizer bar, as well as a stabilizer assembly for a vehicle comprising such a bearing, comprising an elastic ring (60), configured to surround a bearing section (13) of a stabilizer bar (10), a flange (30), at least partially surrounding the elastic ring (60), and at least one annular skirt (62a, 62b), extending forward or rearward from the elastic ring (60) or the flange (30), configured to surround and apply against the stabilizer bar (10) in front of or behind the bearing section (13). Fig. 4

Description

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

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

[0002] Such a stabilizer assembly may be suitable for any type of stabilizer bar and any type of vehicle, in order to limit the roll of the vehicle. In particular, such a stabilizer assembly may 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 or anti-roll bar, is a suspension element of the vehicle. This bar has the function of creating a spring which unites the two wheels of the same axle. It thus makes it possible to reduce rolling when cornering and to mitigate the deformations undergone by the suspension, in order to keep the tires of said wheels in optimal contact with the ground and to ensure maximum grip.

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

[0005] The function of these bearings is to allow the stabilizer bar to be fixed to the chassis of the vehicle while providing a certain flexibility, the stabilizer bar having to be able to move slightly relative to the chassis.

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

[0007] Conventionally, the elastic ring adheres to the stabilizer bar by gluing or by in situ vulcanization of the elastic ring. However, such methods frequently lead to delamination of the protective paint of the stabilizer bar, just at the edge of the elastic ring: blisters appear in the paint which can then flake off, weakening the anti-corrosion barrier normally provided by the paint. Road pollution, in particular dust and water spray, can then infiltrate under the paint at the level of the bearing and cause local corrosion of the stabilizer bar. This corrosion, combined with the forces exerted by the bearing on the bar, then aggravates the delamination of the paint which can deteriorate even under the elastic ring.

[0008] Consequently, in addition to this corrosion problem, this phenomenon causes significant noise, the bearing then rubbing on an area of ​​damaged paint or even directly on the exposed and corroded stabilizer bar. Noise can also be generated in the event of poor bonding of the ends of the elastic ring to the paint of the stabilizer bar, even in the absence of corrosion.

[0009] There is therefore a real need for a bearing for a vehicle stabilizer bar, as well as a stabilizer assembly, which are free, at least in part, from the drawbacks inherent in the aforementioned known configurations. Statement of the invention

[0010] The present disclosure relates to a bearing for a vehicle stabilizer bar, comprising an elastic ring, configured to surround a bearing section of a stabilizer bar, a flange, at least partially surrounding the elastic ring, and at least one annular skirt extending forwardly or rearwardly from the elastic ring or flange, configured to surround and apply against the stabilizer bar in front of or behind the bearing section.

[0011] By means of such a skirt, it is possible to protect the area of ​​the bar located just in front of or behind the bearing section of the stabilizer bar, i.e. the section on which the forces of the bearing on the stabilizer bar are exerted. In particular, since the skirt is not compressed by the flange, it does not exert any compressive force on the bar, so that the paint located in this area in front of or behind the bearing section is subject to practically no stress, thus significantly reducing the risk of delamination in this area.

[0012] Furthermore, if delamination of the paint does occur at the edge of the elastic ring, the skirt makes it possible to stabilize the phenomenon by reducing the risk of road pollution infiltrating under the paint, the skirt forming a mechanical barrier protecting this area from the external environment. Corrosion of the stabilizer bar at the bearing is therefore prevented or greatly slowed down.

[0013] Furthermore, if delamination of the paint still occurs at the edge of the elastic ring and generates noise, the latter is attenuated by the skirt which forms an acoustic barrier reducing the noise actually perceived inside or outside the vehicle.

[0014] Thus, such a skirt allows the bearing to be quieter and to better resist corrosion.

[0015] In some embodiments, the elastic ring is configured to adhere to the bearing section of the stabilizer bar, for example by gluing or by vulcanizing. nization. This ensures the correct positioning of the bearing and allows the transmission of mechanical forces in all directions, including in the axial direction.

[0016] In some embodiments, the elastic ring is cylindrical, frustoconical, barrel-shaped or diabolo-shaped.

[0017] In some embodiments, the elastic ring has, in cross-section, a cylindrical shape, an elliptical shape or a U-shape. The cylindrical shape is most suitable when the flange completely surrounds the stabilizer bar; the U-shape is most suitable when the flange spans the stabilizer bar and presses it against a wall.

[0018] In certain embodiments, the elastic ring is in one piece or comprises two parts attached to each other.

[0019] In certain embodiments, the elastic ring is made of an elastomeric material, possibly rubber. It may also be made, in particular, of polyurethane, polytetrafluoroethylene (PTFE), or other thermosetting, thermoplastic or synthetic polymers such as styrene-butadiene (SBR).

[0020] In some embodiments, the flange extends axially along the entire length of the elastic ring. The flange thus compresses the elastic ring along its entire axial length. However, the flange may not extend axially beyond the elastic ring.

[0021] In some embodiments, the flange is annular and completely surrounds the elastic ring. The flange thus exerts uniform compression over the entire surface of the bearing section of the stabilizer bar.

[0022] In some embodiments, the flange takes the form of a U spanning the elastic ring. In particular, the flange can then be fixed against a wall, for example a chassis of a vehicle, or else a plywood can be attached against the flange.

[0023] In some embodiments, the flange is a single piece or comprises two parts attached to each other.

[0024] In some embodiments, the flange is made of metal or plastic material. It may in particular be made of steel, aluminum or carbon fiber, glass fiber (long / short) or hybrid composite material.

[0025] In some embodiments, the bearing comprises two skirts, a first skirt extending forwardly from the elastic ring or flange and a second skirt extending rearwardly from the elastic ring or flange. This protects each side of the bearing. These two skirts may be the same or different.

[0026] In some embodiments, the axial length of at least one skirt is at least 30%, optionally at least 50%, of the axial length of the elastic ring. Such a length allows to effectively protect the area of ​​the stabilizer bar located just at the edge of the bearing.

[0027] In some embodiments, at least one skirt is an extension of the elastic ring, extending forward or backward while tapering. In particular, such an extension can be made at the same time as the elastic ring, very conveniently, by simply changing the shape of the mold of the elastic ring: in such a case the extension is thus made in a single piece with the elastic ring. The fact that the extension tapers towards its distal end makes it possible to give it a certain elasticity in order to be well applied against the stabilizer bar, even when the bearing moves.

[0028] In certain embodiments, the external diameter of said extension is equal, at its proximal end, to the external diameter of the elastic ring. This allows good mechanical strength of the extension on the elastic ring and therefore reduces the risk of possible breakage.

[0029] In certain embodiments, the external diameter of said extension is strictly less, at its proximal end, than the external diameter of the elastic ring. In particular, the thickness of said extension, at its proximal end, may be between 30% and 70% of the thickness of the elastic ring. In such a case, the extension does not start from the outer edge of the elastic ring, which is compressed by the flange, but from an intermediate zone: the compression forces undergone by the extension are thus practically zeroed; the extension is also less exposed to torsional forces.

[0030] In certain embodiments, the external diameter of said extension decreases continuously and without inflection to its distal end. This avoids forming a point of weakness in the extension.

[0031] In some embodiments, the outer diameter of said extension decreases linearly to its distal end.

[0032] In certain embodiments, said extension is concave. This limits the quantity of material used.

[0033] In some embodiments, said extension takes the form of a decreasing exponential curve.

[0034] In certain embodiments, the internal surface of said extension is configured to be applied against the stabilizer bar over its entire length. This keeps the paint in place, which further slows down the phenomenon of deterioration of the paint at the edge of the bearing. This internal surface may in particular adhere to the stabilizer bar, for example by gluing or vulcanization, without this necessarily being the case.

[0035] In some embodiments, at least one skirt is a gusset extending from the elastic ring or the flange. It can be attached to one of these elements or be made in one piece with the flange. The bellows has at least one corrugation giving it a certain elasticity in order to apply well against the stabilizer bar, even when the bearing moves.

[0036] In certain embodiments, said bellows is made of elastomeric material, for example rubber or silicone.

[0037] In some embodiments, the inner surface of said bellows is rough. Such roughness allows better absorption of the noise generated at the interface between the stabilizer bar and the elastic ring or between the elastic ring and the flange. In particular, its roughness Rz may be greater than 100 μm. In addition, the inner surface of the bellows may have a honeycomb or pyramid structure.

[0038] In certain embodiments, the proximal end of said bellows is attached around the flange, possibly in a sealed manner. It may for example be glued, brazed or welded onto the flange or force-fitted around the flange. Such a configuration also makes it possible to protect the interface between the elastic ring and the flange.

[0039] In some embodiments, the proximal end of said bellows is inserted between the elastic ring and the flange. Such a configuration makes it possible to increase the pressure exerted by the flange on the elastic ring and to ensure sealing at its proximal end.

[0040] In some embodiments, the distal end of said bellows is configured to be bonded to the stabilizer bar. Such a configuration makes it possible to reduce the risk of road pollution infiltrating under the bellows. However, this distal end can also be free.

[0041] The present disclosure also relates to a stabilizer assembly, comprising a stabilizer bar for a vehicle, and a bearing according to any of the preceding embodiments, mounted on the stabilizer bar.

[0042] In the present disclosure, the terms "axial", "radial", "tangential", "internal", "external" and their derivatives are defined relative to the axis of the stabilizer bar; "axial plane" means a plane passing through the axis of the stabilizer bar and "radial plane" means a plane perpendicular to this axis; finally, the terms "proximal" and "distal" are defined relative to the median radial plane of the bearing.

[0043] The above-mentioned features and advantages, as well as others, will become apparent upon reading the following detailed description of exemplary embodiments of the proposed bearing and stabilizer assembly. This detailed description refers to the attached drawings. Brief description of the drawings

[0044] The attached drawings are schematic and are intended primarily to illustrate the principles of the disclosure.

[0045] In these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference signs. In addition, elements (or parts of elements) belonging to different embodiments but having a similar function are identified in the figures by numerical references incremented by 100, 200, etc.

[0046] [Fig. 1] [Fig. 1] is a perspective view of a prior art stabilizer assembly.

[0047] [Fig.2] [Fig.2] is a perspective view of the bearing of the stabilizer assembly of [Fig.l],

[0048] [Fig.3] [Fig.3] is a perspective view of the bearing flange of [Fig.2].

[0049] [Fig.4] [Fig.4] is a sectional view of a first example of a bearing.

[0050] [Fig.5] [Fig.5] is a sectional view of a second example of a bearing.

[0051] [Fig.6] [Fig.6] is a sectional view of a third example of a bearing.

[0052] [Fig.7] [Fig.7] is a sectional view of a fourth example of a bearing.

[0053] [Fig.8] [Fig.8] is a sectional view of a fifth example of a bearing. Description of the embodiments

[0054] In order to make the disclosure more concrete, examples of bearings are described in detail below, with reference to the attached drawings. It is recalled that the invention is not limited to these examples.

[0055] [Fig.l] represents a stabilizer assembly 1 for a vehicle of the state of the art, comprising a stabilizer bar 10, solid or hollow, preferably painted, the central part 11 of which is equipped with two bearings 20. The bearings 20 are intended to be fixed on the chassis of the vehicle while the ends 12 of the stabilizer bar 10 are intended to be fixed on parts of the vehicle integral with each wheel of the same axle, in particular the suspension triangle of each wheel of the axle.

[0056] [Fig. 2] represents such a bearing 20 mounted on a bearing section 13 of the stabilizer bar 10. The stabilizer bar 10 extends along a main axis A at the level of the bearing 20. The bearing 20 comprises a rigid flange 30 and an elastomer layer forming an elastic ring 60.

[0057] [Fig. 3] shows this flange 30 in perspective. The flange 30 has a general U shape and comprises two retaining tabs 31 connected by a U-shaped hoop 35 so as to form a groove 36 spanning the main axis A. The flange 30 is symmetrical with respect to its median axis B, the latter being perpendicular to the main axis A.

[0058] Each retaining tab 31 extends laterally from the base of the hoop 35, per pendicular to the median axis B. Each retaining lug 31 has a bearing surface 32, forming the bearing surface of the flange 30 and more broadly of the bearing 20, and a through bore 33 perpendicular to the bearing surface 32. 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.

[0059] The groove 36, generally U-shaped, is also symmetrical with respect to the median axis B. It has a semi-cylindrical bottom portion, forming a cradle portion 37, flanked by two flat side walls 38 opening onto the bearing surface 32 of the flange 30. The semi-cylindrical cradle portion 37 is directed along the main axis A.

[0060] In this example, the flange is made by molding and injection in polyamide 66. The elastic ring 60 is for its part made of vulcanized rubber and adheres both to the bearing section 13 of the stabilizer bar 10 and to the walls 37, 38 of the groove 36 of the flange 30.

[0061] In particular, the stabilizer assembly 1 can be assembled in the following manner. Once the flange 30 has been manufactured by molding and injection, the flange 30 is passed around the stabilizer bar 10 and the assembly is placed in a mold such that the stabilizer bar 10 extends within the flange 30 along the axis A, leaving a continuous and constant clearance between the stabilizer bar 10 and the cradle portion 37 of the flange 30.

[0062] Rubber is then injected into the mold so as to fill the space of the groove 36 left all around the stabilizer bar 10, thus forming the elastic ring 60. The elastomer layer 60 thus obtained is then vulcanized so as to secure the stabilizer bar 10 within the flange 30: the bearing 20 is thus assembled and the same operation can be carried out for the second bearing 20.

[0063] The stabilizer assembly 1 thus assembled can then be mounted on the chassis of the vehicle by placing the bearing surface 32 of the bearing 10 on the chassis and by screwing the bearing 20 onto the chassis using two screws passing through the bores 33 of the retaining lugs 32.

[0064] [Fig. 4] now illustrates a first example of an improved bearing 20 according to the invention. In this first example, the elastic ring 60 extending between the bearing section 13 of the stabilizer bar 10 and the flange 30, is provided with two lateral extensions 62a, 62b, also called “whiskers”, forming an annular skirt extending axially from the elastic ring 60 and extending respectively towards the front and the rear of the bearing 20.

[0065] Each whisker 62a, 62b extends from the elastic ring 60, becoming thinner but always remaining in contact with the stabilizer bar 10: thus, the diameter external diameter of each whisker 62a, 62b is initially equal to the external diameter of the elastic ring 60 then decreases, continuously and without inflection, until reaching the diameter of the stabilizer bar 10 at its distal end 64. The internal diameter of each whisker 62a, 62b remains constant and equal to that of the diameter of the bar 10 so that the internal surface 65 of the whisker 62a, 62b is applied against the stabilizer bar 10 over its entire length. In addition, it can be noted that the shape of each whisker 62a, 62b is concave.

[0066] When the elastic ring 60 is formed by injection and vulcanization of rubber directly around the bar 10, it is possible to form the whiskers 62a, 62b at the same time as the elastic ring 60, in a single piece, by adjusting the geometry of the mold used.

[0067] When the elastic ring 60 is produced previously and then attached to the stabilizer bar 10, it is also possible to form the whiskers 62a, 62b at the same time as the elastic ring 60 by adjusting the geometry of the mold used. It is then possible to glue only the elastic ring 60 or also the whiskers 62a, 62b to the stabilizer bar 10.

[0068] In this example, the two whiskers 62a, 62b are identical; however, in other examples, they could have different configurations, and in particular different geometries.

[0069] [Fig. 5] illustrates a second example of an improved bearing 120 according to the invention. This second example is entirely similar to the first example, except that the whiskers 162a, 162b do not extend from the outer edge of the elastic ring 160 but from the mid-height of the elastic ring 160.

[0070] In this example, the two whiskers 162a, 162b are identical; however, in other examples, they could have different configurations, and in particular different geometries.

[0071] [Fig. 6] illustrates a third example of an improved bearing 220 according to the invention. In this third example, the annular elastic ring 260, extending between the bearing section 213 of the stabilizer bar 210 and the flange 230, is devoid of whiskers. On the other hand, the bearing 220 comprises two bellows 272a, 272b, each bellows 272a, 272b forming an annular skirt extending axially from the flange 230 respectively towards the front and the rear of the bearing 220.

[0072] In this third example, each bellows 272a, 272b is attached around the stabilizer bar 210 and the flange 230 by threading it for example from one end of the stabilizer bar 210. The proximal end 273 of the bellows 272a, 272b is thus attached so as to surround the lateral edge of the flange 230. In this example, the proximal end 273 is then glued to the flange 230. The distal end 274 of the bellows 272a, 272b is applied against the stabilizer bar 210 and therefore encloses the latter. In this example, the distal end 274 is glued to the stabilizer bar 210.

[0073] The inner surface of the bellows 272a, 272b is rough, with a honeycomb structure, to dampen the acoustic signal.

[0074] In this example, the two bellows 272a, 272b are identical; however, in other examples, they could have different configurations.

[0075] [Fig. 7] illustrates a fourth example of an improved bearing 320 according to the invention. This fourth example is entirely similar to the third example, except that the bellows 372a and 372b are arranged differently. Indeed, in this fourth example, the proximal end 373 of each bellows 372a, 372b is inserted between the elastic ring 360 and the flange 330.

[0076] In this example, the two bellows 372a, 372b are identical; however, in other examples, they could have different configurations.

[0077] [Fig. 8] illustrates a fifth example of an improved bearing 420 according to the invention. This fifth example illustrates the fact that it is possible to put in place skirts of different nature on either side of the bearing 420.

[0078] Thus, in this fifth example, the front end of the bearing 420 has a bellows 472a similar to that of the fourth example while the rear end of the bearing 420 has a whisker 462b similar to that of the first example.

[0079] In particular, a bellows 472a can be installed on the side of the bearing 420 accessible from the end of the stabilizer bar 410, which facilitates its installation, while a whisker 462b can be provided on the side of the bearing 420 directed towards the center of the stabilizer bar 410.

[0080] 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.

[0081] 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 for a vehicle stabilizer bar, comprising an elastic ring (60), configured to surround a bearing section (13) of a stabilizer bar (10), a flange (30), at least partially surrounding the elastic ring (60), and at least one annular skirt (62a, 62b), extending forward or rearward from the elastic ring (60) or the flange (30), configured to surround and press against the stabilizer bar (10) in front of or behind the bearing section (13).

2. A bearing according to claim 1, wherein the elastic ring (60) is configured to adhere to the bearing section of the stabilizer bar, for example by gluing or by vulcanization.

3. A bearing according to claim 1 or 2, comprising two skirts, a first skirt (62a) extending forwardly from the elastic ring (60) or the flange (30) and a second skirt (62b) extending rearwardly from the elastic ring (60) or the flange (30).

4. Bearing according to any one of claims 1 to 3, in which the axial length of at least one skirt (62a, 62b) is at least equal to 30%, possibly at least equal to 50%, of the axial length of the elastic ring (60).

5. Bearing according to any one of claims 1 to 4, in which at least one skirt (62a, 62b) is an extension of the elastic ring (60), extending forwards or backwards while tapering.

6. Bearing according to claim 5, wherein the external diameter of said extension (62a, 62b) is equal, at its proximal end, to the external diameter of the elastic ring (60), and wherein the external diameter of said extension (62a, 62b) decreases continuously and without inflection to its distal end (64).

7. Bearing according to claim 5 or 6, wherein the internal surface (65) of said extension is configured to apply against the stabilizer bar (10) over its entire length.

8. A bearing according to any one of claims 1 to 7, wherein at least one skirt is a bellows (272a, 272b) extending from the elastic ring (260) or the flange (230).

9. A bearing according to claim 8, wherein the inner surface of said bellows (272a, 272b) is rough.

10. Bearing according to claim 8 or 9, wherein the proximal end (273, 373) of said bellows (272a, 272b, 372a, 372b) is attached around the flange (230) or inserted between the elastic ring (360) and the flange (330).

11. A bearing according to any one of claims 8 to 10, wherein the distal end (274) of said bellows (272a, 272b) is configured to be bonded to the stabilizer bar (210).

12. A stabilizer assembly, comprising a stabilizer bar (10) for a vehicle, and a bearing (20) according to any one of claims 1 to 11, mounted on the stabilizer bar (10).

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