Elastomer bearing

Abstract

Bearing (20), comprising a flange part (30) having at least one retaining portion (31) and a cavity lined with an elastomer coating (60), the cavity being configured to at least partially receive a suspended member, the bearing (20) being characterized in that the elastomer coating (60) has a variable radial hardness so as to have a variable torsional and radial stiffness. Figure for abstract: Fig. 5

Description

Title of the invention: Elastomer bearing Technical field

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

[0002] The bearing and the bearing assembly may be suitable for any articulation, in particular that of a vehicle stabilizer bar, but also for example for a suspension triangle or leaf spring articulation. The 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. The 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 during turns 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 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 gripped by the flange creating a compression which holds the ring in place.

[0007] However, such bearings generally have excessive torsional rigidity (or stiffness). These bearings are then too rigid with regard to rotational movements around the longitudinal axis of the bearing. The bearing therefore transmits vibrations and shocks from the vehicle to the passengers more directly, because the bearing does not deform sufficiently to absorb such shocks. Driving becomes uncomfortable and generates unpleasant sensations for the occupants of the vehicle.

[0008] In addition, excessive torsional rigidity can lead to premature wear of certain parts of the bearing due to a high concentration of stresses. More particularly, this excessive torsional rigidity generally occurs when the elastic ring is poorly bonded to the stabilizer bar. The elastic ring is then subjected to excessive mechanical torsional stresses which can weaken it. Thus, if the elastic ring is not correctly bonded, it can deform or crack prematurely, which can lead to failure of the bearing. Furthermore, sliding or unwanted movements between the elastic ring and the stabilizer bar appear due to this insufficient adhesion, thus generating a high noise.

[0009] Such excessive rigidity can further aggravate the delamination of the protective paint of the stabilizer bar, as can the excessive radial, axial and conical rigidity also experienced by the bearing. Indeed, the elastic ring generally adheres to the stabilizer bar by gluing, cold or hot, or by in situ vulcanization of the elastic ring, and if the protective layer applied to the stabilizer bar peels off due to poor gluing 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 bearing and cause local corrosion of the stabilizer bar.This corrosion, combined with the forces exerted by the bearing on the stabilizer bar, leads to deterioration of the paintwork right up to the elastic ring.

[0010] 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.

[0011] For the sake of clarity, it is recalled that noise refers to unwanted sounds or excessive friction noises between the bearing and the surface of the stabilizer bar. For a driver, the noise generated can be extremely annoying for several reasons. Indeed, friction (sliding) or grinding noises can make the journey uncomfortable for the driver. The driving experience is then unpleasant, especially over long distances. This phenomenon is particularly noticeable during the winter period, when the polymer constituting the elastic ring becomes harder due to lower temperatures. Thus, when the polymer hardens, it increases the risks of friction or grinding, therefore amplifying the noises perceived inside the vehicle. In addition, these excessive noises can distract the driver from his concentration on the road.

[0012] Thus, when the bearing rubs on an area of ​​damaged paint, or indirectly on the corroded stabilizer bar, or when it becomes damaged or altered following Excessive tension movements as described above, noise can be of particular concern as it creates discomfort and distraction for the driver. In addition, an uncomfortable driving experience can lead to a negative perception of the vehicle's quality by the driver. This can result in decreased customer satisfaction, reduced brand loyalty, and even negative feedback that can affect the manufacturer's reputation.

[0013] It is then essential to improve the adhesion between the elastic ring and the stabilizer bar in order to minimize excessive tension and friction points that could generate noise in the long term. In other words, it is important to be able to control more precisely the way in which the stabilizer bar interacts with the bearings to optimize the distribution of contact pressure when bonding the elastic ring to the stabilizer bar. Indeed, a uniform distribution of the contact pressure guarantees better contact between the surfaces to be bonded and avoids the concentration of stresses at a single point (tension points above).

[0014] There is therefore a real need for a bearing or bearing assembly, as well as a vehicle stabilizer assembly which are free, at least in part, from the drawbacks inherent in the aforementioned known configurations. Statement of the invention

[0015] The present disclosure relates to a bearing, comprising a flange part comprising at least one retaining portion and a cavity lined with an elastomer coating, the cavity being configured to at least partially receive a suspended member, which may in particular be a stabilizer bar, the bearing being characterized in that the elastomer coating has a variable radial hardness so as to have a variable torsional and radial stiffness.

[0016] Variable radial hardness refers to the ability of the elastomer, i.e. the elastomeric coating, to exhibit different levels of rigidity (or stiffness) along a radial distance from a central axis. Thus, the resistance of the elastomer to deformation varies as a function of the radial distance. The elastomeric coating of the invention is then formulated so that its resistance to deformation is higher or lower in different areas around the suspended member.

[0017] A variable radial hardness of the elastomer coating then helps to reduce unequal mechanical stresses (pressures) when bonding the suspended member and the elastomer coating. By minimizing unequal stress and flex points, the elastomer coating helps to reduce the risk of paint delamination or at least reduces its progression. The elastic ring is also less likely to deform or crack prematurely.

[0018] More particularly, such variable radial hardness leads to the coating elastomer to exhibit equally variable torsional and radial stiffness. Appropriate variability in torsional and radial stiffness helps maintain uniform pressure on the adhesive and, by extension, on the paint, thus helping to ensure better adhesion and longer-lasting protection against corrosion. In the latter case, if paint delamination does occur at the edge of the elastic ring (elastomer coating), the variable radial hardness helps stabilize the phenomenon by reducing the risk of road pollution seeping under the paint. Corrosion of the stabilizer bar at the bearing is therefore prevented or significantly slowed down.

[0019] For example, the portions of the elastomeric coating in contact with the suspended member may be more rigid to provide better stability and support to the suspended member, thereby reducing excessive torsional movements which contribute to aggravation of delamination of a protective paint of the suspended member or to cracking or sliding of the elastomeric coating on the stabilizer bar. The bearing is therefore quieter. Similarly, the portions of the elastomeric coating furthest radially from the stabilizer bar may be formulated to be more flexible, which allows for better absorption of shocks and vibrations.

[0020] To control the radial hardness in different portions of the elastomer coating, it is proposed for this purpose to adjust the chemical composition or the internal structure of the elastomer. For this purpose, in order to control and adjust the radial hardness, it is known to those skilled in the art to adjust the proportions of the different components of the elastomer, such as monomers, polymers, vulcanizing agents and fillers.

[0021] Furthermore, it is also known to the person skilled in the art to evaluate the hardness of elastomeric materials using the Shore hardness scale. This scale measures the resistance of the material to penetration by a conical or spherical tip, thus recording its hardness. Thus, the different portions of the elastomeric coating have different levels of hardness measured according to the Shore scale. In any event, the person skilled in the art is able, understanding the usefulness of having an elastomeric coating having a radially variable hardness, to define the different levels of radial hardness across the layers of the elastomeric coating that he considers more suited to the specific needs and constraints of his application.

[0022] In some embodiments, the variable radial hardness is progressively decreasing or increasing toward the cavity.

[0023] In other words, the elastomer coating exhibits a first tendency where its hardness gradually decreases as one approaches the cavity intended to receive the suspended member. In practice, this means that the portions of the coating The elastomer layers located closest to the suspended member are the softest, while the portions of the elastomer coating furthest from the stabilizer bar are the stiffest (hardest).

[0024] The elastomer coating exhibits a second tendency where its hardness increases progressively as one approaches the cavity intended to receive the suspended member. In practice, this means that the portions of the elastomer coating located closest to the stabilizer bar are the most rigid (hard), while the portions of the elastomer coating furthest from the stabilizer bar are the softest.

[0025] Each of these two trends aims to adapt the hardness of the elastomer coating to the mechanical stresses encountered along the suspended member. This gradual variation in radial hardness thus makes it possible to improve the capacity of the elastomer coating to absorb shocks and vibrations while maintaining the stability of the suspended member. Consequently, when the suspended member is a vehicle stabilizer bar, for example, this helps to reduce the noise and unwanted vibrations felt by the driver, thus improving driving comfort and the overall performance of the vehicle.

[0026] Of course, as indicated above, the variation in radial hardness, in particular when it is gradual, can be achieved by adjustments to the chemical formulation of the elastomer or by modifications in the internal structure of the material.

[0027] In certain embodiments, the elastomeric coating comprises a first radial portion, a second radial portion and a third radial portion successively extending towards the suspended member, the elastomeric coating having a variable radial hardness over the entire first, second and third radial portions.

[0028] This embodiment relates to the presence of three successive radial portions of the elastomer coating: a first radial portion, a second radial portion and a third radial portion. Each radial portion has a hardness which varies according to the first or second tendency. In other words, each radial portion has a variable radial hardness which decreases or increases progressively in the direction of the suspended member.

[0029] By way of example, the first radial portion and the second radial portion may each have a decreasing radial hardness while the third radial portion has an increasing radial hardness. Conversely, the first radial portion and the second radial portion may each have an increasing radial hardness while the third radial portion has a decreasing radial hardness. From these two examples, the person skilled in the art understands that several combinations not described are possible as long as each portion has a variable hardness that decreases or increases. Thus, each radial portion can have specific physical properties, a specific chemical composition, or other characteristics that can be adjusted to meet the specific needs of a stabilizer assembly design.

[0030] Of course, the person skilled in the art also understands that a "portion" of the elastomeric coating corresponds to a specific layer of this coating which is arranged around the suspended member in a manner which follows a radial direction from a central axis of the suspended member. Each portion (or layer) may therefore be in direct contact with the suspended member, in other words positioned immediately adjacent to the surface of the suspended member without any material between said portion and the suspended member, or may be in indirect contact with the suspended member, in other words separated from the surface of the suspended member by one or more other layers or portions.

[0031] In some embodiments, the first radial portion and the third radial portion have a radial hardness greater than that of the second portion or wherein the first portion and the third portion have a radial hardness less than that of the second portion.

[0032] By way of example and according to a first variant, the first and third radial portions are measured at 65 Shore A and the second portion at 55 Shore A, which means that the first radial portion and the third radial portion have a radial hardness greater than that of the second portion. These measurement values ​​on the Shore scale are chosen by the person skilled in the art according to his needs and the specific constraints of his application.

[0033] According to a second exemplary variant, the first and third radial portions are measured at 50 Shore A and the second portion at 70 Shore A, which means that the first radial portion and the third radial portion have a radial hardness lower than that of the second portion.

[0034] In some embodiments, the flange portion is annular, its cavity being cylindrical, conical, and / or elliptical, U-shaped, or omega-shaped in cross-section and configured to completely surround the suspended member.

[0035] When the cavity completely surrounds the suspended member, the bearing is considered "solid", which means that it has a unitary mechanical structure without significant slots, openings or discontinuities in its structure. Thus, the cavity being a single piece, called a monobloc (and not the result of the assembly of two split bearings each having a flange part cavity), the suspended member is therefore completely surrounded by said cavity.

[0036] Alternatively, it should be noted that the flange portion may comprise first and second flange elements configured to be attached to each other, each flange element comprising a cavity portion, lined with the elastomeric coating, jointly forming said cavity of the flange portion. In other words, the first and second flange elements form a split-type bearing which therefore has a mechanical structure provided with a mechanism allowing it to be installed around the chassis or to be removed from its location.

[0037] In the remainder of this description and for the sake of brevity, a "bearing" represents a solid bearing or a split-type bearing. In other words, the embodiments which refer to a solid bearing also refer and are perfectly applicable to a split-type bearing and vice versa.

[0038] In some embodiments, the elastomeric coating for direct contact with the suspended member has a cylindrical shape designed to fit a diameter of the suspended member.

[0039] This cylindrical shape aims to ensure a homogeneous distribution of the contact pressure between the suspended member and the elastomer coating during assembly of the bearing, which contributes to a better distribution of the adhesive used in the assembly of the elastomer coating and the suspended member. More particularly and as specified above, a uniform pressure allows optimal adhesion of the adhesive between the suspended member and the bearing, in particular the elastomer coating, thus ensuring a solid and reliable bond between these two components. In addition, to ensure effective adaptation to various diameters of the suspended member, the elastomer coating is designed to adapt to each diameter without compromising its integrity.

[0040] The present disclosure also relates to a bearing assembly comprising at least a first bearing and a second bearing as defined above, said first and second bearings being assembled so that the second bearing receives the first bearing.

[0041] In this configuration, the first bearing is inserted, integrated or incorporated into the second bearing. In other words, the second bearing is radially further away than the first bearing from a central axis of the suspended member. Each bearing, whether the first bearing or the second bearing, may then have the configurations and / or properties described above. For example, the first bearing and / or the second bearing may have an elastomer coating with a variable hardness that increases or decreases according to a first configuration or an elastomer coating comprising a first radial portion, a second radial portion and a third radial portion successively in the direction of the suspended member, the elastomer coating having a variable radial hardness over the entire first, second and third radial portions.

[0042] In some embodiments, the flange portion of the first bearing and / or the second bearing is configured to completely surround the suspended member, said first and second bearings being assembled by overmolding, by vulcanization, or by gluing.

[0043] When the cavity completely surrounds the suspended member, the first bearing and / or the second are each considered "solid", which means that the first bearing and / or the second bearing each have(s) a unitary mechanical structure without significant slots, openings or discontinuities in their structure.

[0044] Thus, the cavity being a single piece, called monobloc (and not the result of the assembly of two split bearings each having a flange part cavity). The suspended member is then completely directly enveloped by the cavity of the first bearing and indirectly completely enveloped by the cavity of the second bearing, or the stabilizer bar is completely directly enveloped by the cavity of the first bearing only, or the stabilizer bar is completely indirectly enveloped by the cavity of the second bearing only.

[0045] The person skilled in the art further understands that the first bearing and the second bearing are assembled by known methods: overmolding, vulcanization or bonding. For the sake of clarity, it is recalled that overmolding is a manufacturing process in which an encapsulating material, i.e. an elastomer, is molded directly onto an existing part. In this example, the first bearing represents the existing part around which the encapsulating material is molded to form the second bearing. Similarly, it is also recalled that vulcanization is a chemical manufacturing process that involves the treatment of an elastomeric material with vulcanizing agents. The person skilled in the art is able to choose overmolding, vulcanization or bonding as the method for assembling the first bearing and the second bearing depending on his needs and the specific constraints of his application.

[0046] In some embodiments, the first bearing and / or the second bearing comprises first and second flange members configured to be attached against each other, each flange member comprising a cavity portion lined with said elastomeric coating jointly forming said cavity of the flange portion.

[0047] More specifically, the flange portion of each bearing, i.e., the first bearing and / or the second bearing, forms a split-type bearing which therefore has a mechanical structure provided with a mechanism allowing it to be installed around the chassis or to be removed from its location.

[0048] In some embodiments, the first and second flange members of the second bearing are bonded to the first bearing and are adhered to a bracket for supporting the suspended member.

[0049] In some embodiments, the bearing assembly comprises at least one insert extending substantially the entire length of the elastomeric coating of the cavity of the flange portion of the first bearing and / or the second bearing.

[0050] Such an insert makes it possible to further increase the mechanical strength as well as the radial hardness of the flange part.

[0051] Alternatively, the bearing assembly comprises at least one insert positioned at the interface between the first bearing and the second bearing, the insert extending substantially over the entire length of said interface.

[0052] An "insert positioned at the interface" means that said insert is placed between the first and second bearings, thereby acting as an interconnecting element between them. For example, the insert may have openings (or holes) through its structure that allow the encapsulating material, such as the elastomeric coating of the second bearing, to infiltrate therethrough during the assembly process of the first and second bearings. This infiltration creates a robust mechanical connection between the first bearing and the second bearing, thereby reinforcing the structural integrity of the assembly.

[0053] In some embodiments, the viable radial hardness of the elastomeric coating of the first bearing is less than the variable radial hardness of the elastomeric coating of the second bearing.

[0054] As the first bearing has an elastomer coating with a lower variable radial hardness than that of the elastomer coating of the second bearing, the torsional stiffness of the bearing assembly is then lower, which allows a more flexible response to the applied forces improving the driving comfort and the handling of the vehicle, but also then allows a substantially homogeneous pressure on the suspended member and therefore better bonding between the suspended member and the elastomer coating of the first bearing.

[0055] The present disclosure further relates to a stabilizer assembly for a vehicle, comprising: - a stabilizer bar, and • at least one bearing as defined above, the stabilizer bar passing through the cavity of the first flange part of said bearing and being integral with the bearing by means of its elastomer coating, or • a bearing assembly as defined above, the stabilizer bar passing through the cavity of the flange part of the first bearing and being secured to the first bearing by means of its elastomer coating.

[0056] The above-mentioned features and advantages, as well as others, will become apparent upon reading of the following detailed description, of examples of embodiments of the vehicle stabilizer bar bearing, as well as of the proposed stabilizer assembly. This detailed description refers to the attached drawings.

[0057] 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.

[0058] [Fig-1] [Fig.l] is a perspective view of a stabilizer assembly;

[0059] [Fig.2] [Fig.2] is a perspective view of an example of a bearing;

[0060] [Fig.3] [Fig.3] is a perspective view of the flange of [Fig.2];

[0061] [Fig.4] [Fig.4] is a sectional view of the flange of [Fig.2];

[0062] [Fig.5] [Fig.5] represents two sectional views of the flange of [Fig.2] according to a first embodiment of the invention; and

[0063] [Fig.6] [Fig.6] represents a sectional view of the flange of [Fig.2] according to a second embodiment of the invention. Description of the embodiments

[0064] In order to make the invention more concrete, an example of a stabilizing assembly is described in detail below, with reference to the attached drawings. It is recalled that the invention is not limited to this example.

[0065] [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.

[0066] More particularly, the stabilizer assembly 1 comprises a stabilizer bar 10, solid or hollow, painted or not, the central part 11 of which is equipped with two first bearings 20. Such first bearings 20 are intended to be fixed to the chassis of the vehicle while ends 12 of the stabilizer bar 10 are intended to be fixed to parts of the vehicle integral with each wheel of the same axle, in particular the suspension triangle of each wheel of the axle.

[0067] The first bearings 20 may 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 provided with an opening or a slot, allowing it to be installed around the chassis and assembled with another split bearing or to be removed from around the chassis.

[0068] For example, when the first bearing 20 is solid, it can completely envelop the stabilizer bar 10 along an axis A corresponding to the direction of extension of the stabilizer bar 10 when the first bearing 20 is mounted. On the other hand, when the first bearing 20 is split, it can surround the stabilizer bar 10 only on one side of the axis A while another first split bearing 20 surrounds the stabilizer bar 10 on the other side of the axis B.

[0069] In this example, the first bearing 20 is solid and has a general shape with a U-shaped cross-section but may, alternatively, have a cylindrical, conical and / or elliptical or omega-shaped cross-section. Since the flange portion 30 may also match the shape of the first bearing 20, its cavity may be cylindrical, conical and / or U-shaped, elliptical or omega-shaped cross-section so as to completely surround the stabilizer bar 10.

[0070] 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 first 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 flange portion 30.

[0071] It should be noted that the elastomer coating 60 of the first bearing 20 intended to be in direct contact with the stabilizer bar 10 may have an advantageously cylindrical shape. More specifically, this cylindrical shape aims to guarantee a homogeneous distribution of the contact pressure between the stabilizer bar 10 and the elastomer coating 60 during the assembly of the first bearing 20, which contributes to a better distribution of the glue used in the assembly of the elastomer coating 60 and the stabilizer bar 10. In addition, to guarantee effective adaptation to various diameters of stabilizer bar 10, the elastomer coating 60 is designed to adapt to the diameter of said stabilizer bar without compromising its integrity.

[0072] In the remainder of the description and for the sake of brevity, a "bearing" represents a solid bearing or a split-type bearing. In other words, the embodiments which refer to a solid bearing also refer and are perfectly applicable to a split-type bearing and vice versa.

[0073] Figures 3 and 4 show this flange portion 30 (or flange 30 in this example) of the first solid bearing 20 in perspective and in section along its median plane, respectively. Of course and as recalled above, the person skilled in the art is able to adapt the exemplary embodiments described below to a split bearing.

[0074] 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 first 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.

[0075] As illustrated in [Fig. 4], the first bearing 20 optionally comprises at least one insert 50 extending over substantially the entire length of the cavity of the flange portion 30. Such an insert 50 is embedded in the elastomer coating 60 (not visible in this figure). By “substantially” it is meant that the insert 50 extends over at least 90% of the length of said cavity, preferably at least 99% of its length.

[0076] 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.

[0077] 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.

[0078] 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.

[0079] 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.

[0080] Thanks to such an insert 50 in all of its variants, we significantly increase tively the mechanical strength as well as the radial stiffness of the flange portion 30. As indicated above, the insert 50 is not an essential component of the first bearing 20 whether it is solid or split. In other words, the first 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 the insert 50. It is further understood that all of the examples described in the present application apply equally well to a first bearing 20 comprising or not the insert 50.

[0081] However, the addition of the insert 50 in the flange portion 30 of the first bearing 20 certainly helps to increase the radial stiffness of the first bearing 20 but does not make it possible to reduce the torsional rigidity (or stiffness) of said first bearing 20 and which occurs when the elastomer coating is poorly bonded to the stabilizer bar.

[0082] The invention then proposes, according to a first variant, to improve the adhesion between the elastic ring (the elastomer coating 60) and the stabilizer bar 10 in the first bearing 20, the elastomer coating 60 having a variable radial hardness, which makes it possible to have a variable torsional and radial stiffness.

[0083] Indeed, a variable radial hardness of the elastomer coating 60 helps to reduce unequal mechanical stresses (pressures) when bonding the stabilizer bar 10 and the surrounding elastomer coating 60. By minimizing unequal stress and flex points, the elastomer coating 60 helps to reduce the risk of paint delamination or at least reduces its progression. The elastomer coating 60 is also less likely to deform or crack prematurely.

[0084] More particularly, by the variability of the radial hardness, the elastomeric coating 60 has a torsional and radial stiffness which are also variable. Such variability of the torsional and radial stiffness helps to maintain a uniform pressure on the glue and by extension on the paint, thus helping to ensure better adhesion and more durable protection against corrosion.

[0085] Such variable radial hardness may then be progressively increasing or decreasing in the direction of the stabilizer bar 10. In other words, the elastomer coating 60 exhibits a first tendency where its hardness progressively decreases as one approaches the stabilizer bar 10. In practice, this means that the portions of the elastomer coating 60 located closest to the stabilizer bar 10 are the softest, while the portions of the elastomer coating 60 furthest from the stabilizer bar 10 are the stiffest (hardest). Furthermore, the elastomer coating 60 exhibits a second tendency where its hardness progressively increases as one approaches the stabilizer bar 10. In practice, this means that the portions of the elastomer coating 60 located closest to the stabilizer bar 10 are the stiffest (hardest), while the portions of the elastomer coating 60 furthest from the stabilizer bar 10 are the stiffest (hardest). elastomer garment 60 the furthest from the stabilizer bar 10 are the most flexible.

[0086] Each of these two trends aims to adapt the hardness of the elastomer coating 60 to the mechanical stresses encountered along the stabilizer bar 10. This gradual variation in radial hardness thus makes it possible to improve the capacity of the elastomer coating 60 to absorb shocks and vibrations while maintaining the stability of the stabilizer bar 10. This contributes to reducing the noise and unwanted vibrations felt by the driver, thus improving driving comfort and the overall performance of the vehicle.

[0087] Thus, as illustrated in [Fig. 5] which represents a view along a longitudinal section corresponding to the axis A and therefore in the direction of extension of the stabilizer bar 10, as well as a view along a transverse section along the axis B, the elastomer coating 60 comprises a first radial portion PI, a second radial portion P2 and a third radial portion P3. In this example, the first portion PI, the second portion P2 and the third portion P3 together have a decreasing variable radial hardness. In other words, the hardness of the first portion PI is greater than the hardness of the second portion P2 which itself is greater than the third portion P3.

[0088] Furthermore, it is not excluded that each radial portion PI, P2, P3 has a decreasing or increasing variable radial hardness. For example, the first radial portion PI and the second radial portion P2 may each have a decreasing radial hardness while the third radial portion P3 has an increasing radial hardness. Conversely, the first radial portion PI and the second radial portion P2 may each have an increasing radial hardness while the third radial portion P3 has a decreasing radial hardness.

[0089] Of course, this does not exclude the person skilled in the art from understanding that there are several possible combinations provided that each portion has a decreasing or increasing variable hardness. For example, the first radial portion PI and the third radial portion P3 have a radial hardness greater than that of the second portion P2, or the first portion PI and the third portion P3 have a radial hardness less than that of the second portion P2.

[0090] The invention further proposes, according to a second variant, a bearing assembly comprising the first bearing 20 as well as a second bearing 21 as illustrated in [Fig.6].

[0091] [Fig.6] represents a view along a longitudinal section corresponding to the axis A and therefore in the direction of extension of the stabilizer bar 10. As illustrated in this figure, the first bearing 20 and the second bearing 21 are assembled in such a way that the second bearing 21 receives the first bearing 20. In other words, the second bearing 21 is radially further than the first bearing 20 from the center of the stabilizer bar 10.

[0092] Each bearing, whether the first bearing 20 or the second bearing 21, may have the configurations and / or properties described above. For example, the first bearing 20 and / or the second bearing 21 may have an elastomer coating (referenced respectively 60 and 61) with a variable hardness increasing or decreasing according to a first configuration (not illustrated) or an elastomer coating (referenced respectively 60 and 61) comprising the first radial portion P1, the second radial portion P2 and the third radial portion P3 according to a second configuration. This second configuration is illustrated in the last [Fig.6] so as to present the first bearing 20 comprising a first elastomer coating 60 in which the first radial portion PI and the third radial portion P3 have a radial hardness lower than that of the second radial portion P2, and so as to present the second bearing 21 which comprises a second elastomer coating 62 in which the first radial portion P1 (referenced PI 1 instead of PI) for the sake of clarity and the third radial portion P33 (referenced P33 instead of P3) have a radial hardness lower than that of the second radial portion P22 (referenced P22 instead of P2).

[0093] Advantageously, it should however be noted that when the first bearing 20 has an elastomer coating 60 with a lower variable radial hardness than that of the elastomer coating 61 of the second bearing 21, the torsional stiffness of the bearing assembly is then lower, which allows a more flexible response to the forces applied to the stabilizer bar 10. The pressure exerted on the stabilizer bar 10 is therefore substantially homogeneous and the bonding of the stabilizer bar and the elastomer coating 60 of the first bearing 20 is better.

[0094] Furthermore, it should be noted that in this second variant, the flange portion 30 of the first bearing 20 and / or the second bearing 21 may be configured to completely surround the stabilizer bar 10. In this case, the first bearing 20 and / or the second bearing 21 are each considered “solid”, which means that the first bearing 20 and / or the second bearing 21 each has a mechanical structure without significant slots, openings or discontinuities in its structure. Of course, this does not exclude the first bearing 20 and / or the second bearing 21 being (or are depending on the context) split-type bearings.In the latter case, the first bearing 20 and / or the second bearing 21 comprises first and second flange elements 30 configured to be fitted against each other, each flange element 30 comprising a portion of the cavity lined with said elastomer coating (referenced respectively 60, 61) jointly forming said cavity of the flange portion 30.

[0095] The first bearing 20 and the second bearing 21 can also be assembled according to different processes known to those skilled in the art such as overmolding, vulcanization or bonding which have been defined above.

[0096] Furthermore, the first bearing 20 and / or the second bearing 21 may each comprise the insert 50 which extends substantially over the entire length of the elastomer coating 60 of the cavity of the flange portion 30 of the first bearing 20 and / or over the entire length of the elastomer coating 61 of the second bearing 21. As indicated above, the insert (referenced 50 in the first bearing 20 and not illustrated in the second bearing 21 for reasons of readability of the figure) makes it possible to further increase the mechanical strength as well as the radial hardness of the flange portion 30 of the bearing concerned. Alternatively to this configuration, it is possible to position the insert 50 at the interface between the first bearing 20 and the second bearing 21 so that it extends substantially over the entire length of said interface.This latter configuration of the insert is particularly advantageous because the elastomeric coating 61 of the second bearing 21 infiltrates through the openings (or holes) of the insert thus positioned, which makes it possible to create a robust mechanical connection between the first bearing 20 and the second bearing 21. Such a connection thus reinforces the structural integrity of the bearing assembly.

[0097] Although the present invention has been described with reference to specific exemplary embodiments, it is evident 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, although the bearing and bearing assembly have been described and illustrated in these examples in combination with a stabilizer bar, their application is also conceivable for the support of other types of suspended members, and for example in a wishbone or leaf spring articulation. Furthermore, 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.

[0098] 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), comprising a flange portion (30) having at least one retaining portion (31) and a cavity lined with an elastomeric coating (60), the cavity being configured to at least partially receive a suspended member, the bearing (20) being characterized in that the elastomeric coating (60) has a variable radial hardness so as to have a variable torsional and radial stiffness.

2. A bearing (20) according to claim 1, wherein the variable radial hardness is progressively decreasing or increasing towards a central axis (A) of the cavity.

3. Bearing (20) according to claim 1, in which the elastomer coating (60) comprises a first radial portion (PI), a second radial portion (P2) and a third radial portion (P3) successive in the direction of a central axis (A) of the cavity, the elastomer coating (60) having a variable radial hardness over the whole of the first, second and third radial portions (PI; P2; P3).

4. Bearing (20) according to claim 3, in which the first radial portion (P1) and the third radial portion (P3) have a radial hardness greater than that of the second portion (P2) or in which the first portion (P1) and the third portion (P3) have a radial hardness less than that of the second portion (P2).

5. A bearing (20) according to any one of claims 1 to 4, wherein the flange portion (30) is annular, the cavity being cylindrical, conical, and / or elliptical, U-shaped or omega-shaped in cross-section and configured to completely surround the suspended member.

6. A bearing (20) according to any one of claims 1 to 6, wherein the elastomeric coating (60) intended to be in direct contact with the suspended member has a cylindrical shape adapted to fit a diameter of the suspended member.

7. A bearing assembly (20; 21) comprising at least a first bearing (20) and a second bearing (21) according to any one of claims 1 to 6, said first and second bearings (20; 21) being assembled so that the second bearing (21) receives the first bearing (20).

8. A bearing assembly (20; 21) according to claim 7, wherein the flange portion (30) of the first bearing (20) and / or the second bearing (21) is configured to completely surround the suspended member, said first and second bearings (20; 21) being assembled by overmolding, by vulcanization, or by gluing.

9. Bearing assembly (20; 21) according to claim 7, wherein the first bearing (20) and / or the second bearing (21) comprises first and second flange elements (30) configured to be fitted against each other, each flange element (30) comprising a cavity portion lined with said elastomeric coating (60; 61) jointly forming said cavity of the flange portion (30).

10. A bearing assembly (20; 21) according to claim 9, wherein the first and second flange members (30) of the second bearing (21) are bonded to the first bearing (20) and are adhered to a bracket for supporting the suspended member.

11. Bearing assembly (20; 21) according to any one of claims 7 to 10, comprising at least one insert (50) extending substantially along the entire length of the elastomeric coating (60; 61) of the cavity of the flange portion of the first bearing (20) and / or the second bearing (21).

12. A bearing assembly (20; 21) according to any one of claims 7 to 10, comprising at least one insert (50) positioned at the interface between the first bearing (20) and the second bearing (21), the insert (50) extending substantially along the entire length of said interface.

13. A bearing assembly (20; 21) according to any one of claims 7 to 12, wherein the variable radial hardness of the elastomeric coating (60) of the first bearing (20) is less than the variable radial hardness of the elastomeric coating (61) of the second bearing (21).

14. 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 6, the stabilizer bar (10) passing through the cavity of the flange part (30) of said bearing (20) and being integral with the bearing (20) by means of its elastomer coating (60), or • a bearing assembly (20; 21) according to any one of claims 7 to 13, the stabilizer bar (10) passing through the cavity of the flange part (30) of the first bearing (20) and being integral with the first bearing (20) by means of its elastomer coating (60).

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