Elastomer bearing

Abstract

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 element, the bearing (20) being characterized in that the elastomeric coating (60) has a variable radial hardness so as to exhibit variable torsional and radial stiffness. Figure for the abbreviation: Fig. 5

Description

Title of the invention: Elastomer bearing technical field

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

[0002] The bearing and bearing assembly can be adapted to any joint, in particular that of a vehicle stabilizer bar, but also, for example, to a suspension wishbone or leaf spring joint. The stabilizer assembly can be adapted to 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. The 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 generally exhibit excessive torsional rigidity. These bearings are therefore too rigid with respect to rotational movements around their longitudinal axis. Consequently, the bearing 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.

[0008] Furthermore, excessive torsional rigidity can lead to premature wear of certain parts of the bearing due to high stress concentrations. More specifically, this excessive torsional rigidity generally occurs when the elastic ring is improperly bonded to the stabilizer bar. The elastic ring is then subjected to excessive torsional mechanical stresses that can weaken it. Thus, if the elastic ring is not properly bonded, it can deform or crack prematurely, which can lead to bearing failure. Moreover, unwanted slippage or movement between the elastic ring and the stabilizer bar occurs due to this insufficient bonding, thus generating significant noise.

[0009] Such excessive rigidity can further aggravate the delamination of the protective paint on the stabilizer bar, as can excessive radial, axial, and conical rigidity also experienced by the bearing. Indeed, the elastic ring is generally bonded to the stabilizer bar by cold or hot bonding, or by in-situ vulcanization of the elastic ring. If the protective coating applied to the stabilizer bar detaches due to poor bonding of the elastic ring, blisters appear in the paint, which can then flake off, weakening the corrosion barrier normally provided by the paint. Road contaminants, particularly dust and water spray, can then penetrate under the paint at the bearing and cause localized corrosion of the stabilizer bar.This corrosion, combined with the stresses exerted by the bearing on the stabilizer bar, leads to the deterioration of the paint right up to the elastic ring.

[0010] As a result, in addition to this corrosion problem, this phenomenon causes significant noise, as the bearing then rubs against an area of ​​damaged paint or even directly against the exposed and corroded stabilizer bar.

[0011] For the sake of clarity, it should be noted 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 bothersome for several reasons. Indeed, friction (sliding) or squeaking 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 months, when the polymer constituting the elastic bushing hardens due to lower temperatures. Thus, when the polymer hardens, it increases the risk of friction or squeaking, thereby amplifying the noises perceived inside the vehicle. Furthermore, these excessive noises can distract the driver from concentrating on the road.

[0012] Thus, when the bearing rubs against an area of ​​damaged paint, or indirectly against the corroded stabilizer bar, or when it is damaged or deteriorated as a result of In addition to excessive tension movements as described above, noise can be particularly concerning as it creates discomfort and distraction for the driver. Furthermore, 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 damage the manufacturer's reputation.

[0013] It is therefore essential to improve the adhesion between the elastic ring and the stabilizer bar in order to minimize excessive stress and friction points that could generate noise over time. In other words, it is important to be able to more precisely control how the stabilizer bar interacts with the bearings to optimize the contact pressure distribution when bonding the elastic ring to the stabilizer bar. Indeed, a uniform distribution of contact pressure ensures better contact between the surfaces to be bonded and avoids the concentration of stress at a single point (the aforementioned stress points).

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

[0015] The present description relates to a bearing, comprising a flange part having at least a retaining portion and a cavity lined with an elastomeric coating, the cavity being configured to receive at least partially a suspended element, which may in particular be a stabilizer bar, the bearing being characterized in that the elastomeric coating has a variable radial hardness so as to exhibit 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 stiffness (or rigidity) along a radial distance from a central axis. Thus, the elastomer's resistance to deformation varies with the radial distance. The elastomeric coating of the invention is therefore formulated so that its resistance to deformation is higher or lower in different areas around the suspended component.

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

[0018] More specifically, such variable radial hardness leads the elastomeric coating to exhibit similarly 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 ensuring better adhesion and more durable corrosion protection. In the latter case, if paint delamination does occur at the edge of the elastic ring (elastomeric coating), the variable radial hardness helps stabilize the phenomenon by reducing the risk of road contaminants seeping under the paint. Corrosion of the stabilizer bar at the bearing is therefore prevented or significantly slowed.

[0019] By way of example, the portions of the elastomeric coating in contact with the suspended component can be more rigid to provide better stability and support for the suspended component, thereby reducing excessive torsional movements that contribute to worsening delamination of a protective paint on the suspended component or to cracking or slipping 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 can be formulated to be more flexible, allowing for better absorption of shocks and vibrations.

[0020] To control the radial hardness in different portions of the elastomer coating, it is proposed to adjust the chemical composition or the internal structure of the elastomer. To this end, 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 those skilled in the art to evaluate the hardness of elastomeric materials using the Shore hardness scale. This scale measures the material's resistance to penetration by a conical or spherical point, thus recording its hardness. Therefore, different portions of the elastomeric coating exhibit different levels of hardness as measured by the Shore scale. In any case, those skilled in the art, understanding the advantages of having an elastomeric coating with variable radial hardness, are able to determine the different levels of radial hardness across the layers of the elastomeric coating that they consider most suitable for the specific needs and constraints of their application.

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

[0023] In other words, the elastomeric coating exhibits a first tendency where its hardness gradually decreases as one approaches the cavity intended for receive the suspended component. In practice, this means that the portions of the elastomer coating located closest to the suspended component are the most flexible, while the portions of the elastomer coating furthest from the stabilizer bar are the most rigid (hard).

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

[0025] Each of these two approaches aims to adapt the hardness of the elastomeric coating to the mechanical stresses encountered along the suspended component. This gradual variation in radial hardness thus improves the elastomeric coating's ability to absorb shocks and vibrations while maintaining the stability of the suspended component. Consequently, when the suspended component is a vehicle stabilizer bar, for example, this helps to reduce unwanted noise and vibrations felt by the driver, thereby improving driving comfort and overall vehicle performance.

[0026] Of course, as indicated above, the variation of radial hardness, particularly when 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 successive in the direction of the suspended member, the elastomeric coating having a variable radial hardness over the whole of the first, second and third radial portions.

[0028] This embodiment relates to the presence of three successive radial portions of the elastomeric coating: a first radial portion, a second radial portion, and a third radial portion. Each radial portion has a hardness that varies according to the first or second trend. In other words, each radial portion exhibits a variable radial hardness that gradually decreases or increases towards the suspended component.

[0029] By way of example, the first radial portion and the second radial portion may each exhibit decreasing radial hardness while the third radial portion exhibits increasing radial hardness. Conversely, the first radial portion and the second radial portion may each exhibit increasing radial hardness while the third radial portion exhibits decreasing radial hardness. By these two For example, a person skilled in the art understands that several undescribed combinations are possible as long as each portion exhibits a variable hardness, either decreasing or increasing. Thus, each radial portion can have specific physical properties, a specific chemical composition, or other characteristics that can be adjusted to meet the specific design requirements of a stabilizing assembly.

[0030] Of course, a person skilled in the art also understands that a "portion" of the elastomeric coating corresponds to a specific layer of that coating which is arranged around the suspended part in a radial direction from a central axis of the suspended part. Each portion (or layer) may therefore be in direct contact with the suspended part, that is to say, positioned immediately adjacent to the surface of the suspended part without any material between said portion and the suspended part, or it may be in indirect contact with the suspended part, that is to say, separated from the surface of the suspended part 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 in which 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 embodiment, 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 and third radial portions have a greater radial hardness than the second portion. These measurement values ​​on the Shore scale are chosen by those skilled in the art according to their needs and the specific constraints of their 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 lower radial hardness than the second portion.

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

[0035] When the cavity completely surrounds the suspended member, the bearing is considered "solid," meaning that it has a unified 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 suspended member is completely enclosed by said cavity.

[0036] Alternatively, it should be noted that the flange portion may comprise first and second flange elements configured to be brought together, 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 equipped with a mechanism allowing it to be installed around the chassis or removed from its position.

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

[0038] In some embodiments, the elastomeric coating intended to be in 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 contact pressure between the suspended element and the elastomer coating during bearing assembly, which contributes to better distribution of the adhesive used in bonding the elastomer coating and the suspended element. More specifically, and as mentioned above, uniform pressure allows for optimal adhesion of the adhesive between the suspended element and the bearing, particularly the elastomer coating, thus ensuring a strong and reliable bond between these two components. Furthermore, to guarantee effective adaptation to various diameters of the suspended element, the elastomer coating is designed to adapt to each diameter without compromising its integrity.

[0040] The present exposition 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 or the second, can then have the configurations and / or properties described above. For example, the first and / or the second bearing can have an elastomeric coating with a variable hardness that increases or decreases according to a first configuration, or an elastomeric coating comprising a first radial portion, a second radial portion, and a third radial portion successively in the direction of the suspended member. exhibiting variable radial hardness over the entire first, second and third radial portions.

[0042] In certain 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 bonding.

[0043] When the cavity completely surrounds the suspended organ, the first bearing and / or the second are each considered "solid", meaning that the first bearing and / or the second bearing each have a unitary mechanical structure without significant slots, openings or discontinuities in its structure.

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

[0045] A person skilled in the art understands that the first and second bearings are assembled using known processes: overmolding, vulcanization, or bonding. For clarity, it should be noted 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 should also be noted that vulcanization is a chemical manufacturing process that involves treating an elastomeric material with vulcanizing agents. A person skilled in the art can choose overmolding, vulcanization, or bonding as the assembly process for the first and second bearings according to their needs and the specific constraints of their application.

[0046] In certain embodiments, the first bearing and / or the second bearing comprises first and second flange elements configured to be brought together against each other, each flange element comprising a portion of cavity lined with said elastomeric coating jointly forming said cavity of the flange portion.

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

[0048] In some embodiments, the first and second flange elements of the second bearing are glued onto the first bearing and are adhered to a bracket intended to support the suspended member.

[0049] In some embodiments, the bearing assembly includes at least one insert extending substantially along 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 includes 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] The term "insert positioned at the interface" means that the insert is placed between the first and second bearings, thus 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 seep through them during the assembly process of the first and second bearings. This seepage creates a robust mechanical connection between the first and second bearings, thereby strengthening the structural integrity of the assembly.

[0053] In some embodiments, the viable radial hardness of the elastomer coating of the first bearing is less than the variable radial hardness of the elastomer 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 applied forces improving driving comfort and vehicle handling, but also allows a substantially homogeneous pressure on the suspended part and therefore better bonding between the suspended part and the elastomer coating of the first bearing.

[0055] The present description further relates to a vehicle stabilizer assembly, 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 elastomeric coating, or • a bearing assembly as defined above, the stabilizer bar passing through the cavity of the flange portion of the first bearing and being attached to the first bearing by means of its elastomeric coating.

[0056] The aforementioned features and advantages, as well as others, will become apparent from the following detailed description, examples of embodiments of the vehicle stabilizer bar bearing, and the proposed stabilizer assembly. This detailed description refers to the accompanying drawings.

[0057] The accompanying drawings are schematic and are intended primarily to illustrate the principles of the exposition. On these drawings, from one figure to another, identical elements (or parts of elements) are identified by the same reference symbols.

[0058] [Fig-1] The [Fig.1] is a perspective view of a stabilizing assembly;

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

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

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

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

[0063] [Fig. 6] Fig. 6 shows a cross-sectional view of the flange of Fig. 2 according to a second embodiment of the invention. Description of the implementation methods

[0064] To make the invention more concrete, an example of a stabilizing assembly is described in detail below, with reference to the accompanying drawings. It should be noted that the invention is not limited to this example.

[0065] Fig. 1 represents a stabilizer assembly 1 for a vehicle, which is understood to mean any mobile structure, preferably an automobile such as a truck or a car or a utility vehicle, designed for the transport of persons or goods.

[0066] 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 first bearings 20. Such first 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.

[0067] The first 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 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] By way of example, when the first bearing 20 is solid, it can completely enclose the stabilizer bar 10 along an axis A corresponding to the extension direction of the stabilizer bar 10 when the first bearing 20 is mounted. Conversely, when the first bearing 20 is split, it can only enclose the stabilizer bar 10 on one side of the axis A, while another split first bearing 20 encloses 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 U-shaped cross-section, but alternatively, it may have a cylindrical, conical, and / or elliptical or omega-shaped cross-section. Since the flange portion 30 can also conform to the shape of the first bearing 20, its cavity may be cylindrical, conical, and / or have a U-shaped, elliptical, or omega-shaped cross-section so as to completely surround the stabilizer bar 10.

[0070] In this case, the flange portion 30 corresponds to a flange 30. Conversely, the flange portion 30 can be semi-cylindrical, semi-conical, or semi-elliptical in shape when the first bearing 20 is split and thus partially surrounds the stabilizer bar 10. In this latter case, the flange portion 30 comprises first and second flange elements 30 configured to be joined against each other. Each flange element 30 then includes a cavity portion, each lined with the elastomeric coating 60, together forming said cavity of the flange portion 30.

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

[0072] In the following description and for the sake of brevity, a "bearing" represents either a solid bearing or a split-type bearing. In other words, embodiments that refer to a solid bearing also refer to 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 mentioned above, a person skilled in the art can adapt the examples of embodiments described below to a split bearing.

[0074] The flange portion 30 comprises at least one retaining portion 31 extending laterally to axis A, as illustrated in [Fig. 4] by a cross-sectional view along axis B. Each retaining portion 31 has a bearing surface 32 forming the bearing surface of the flange portion 30 and, more broadly, of the first bearing 20, and a through bore 33 perpendicular to axis A and therefore perpendicular to the bearing surface of the flange portion 30. Each bore 33 is provided with a metal bushing 34. This metal bushing 34 is here shouldered, i.e., T-shaped. However, in other examples, it could simply be 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 in the flange portion 30. Such an insert 50 is embedded in the elastomeric coating 60 (not visible in this figure). "Substantially" means that the insert 50 extends over at least 90% of the length of said cavity, preferably at least 99% of its length.

[0076] In this example, the insert 50 takes the form of a two-dimensional sheet formed by a plurality of unidirectional cords extending in the same direction, here the direction of 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 this example, each cord has a diameter of 2 mm and is made of glass fiber-reinforced polyamide. These glass fibers are continuous fibers. The cords are bonded together within the sheet using a polyamide resin.

[0077] The insert 50 can be made of another material such as a metallic material, for example aluminium. The insert 50 can alternatively be made of plastic, its thickness being 4 mm for example, or of a so-called "composite" material which refers to any material made from the combination of two or more different materials.

[0078] Of course, a person skilled in the art is able to choose other materials that they consider more suitable depending on their specific needs and the constraints of the application. The choice of material for the insert 50 may thus depend on the required mechanical properties, corrosion resistance, ease of manufacture, and other technical considerations. For example, steel or aluminum are commonly used metallic materials for such applications.

[0079] In another embodiment, the insert 50 is formed of at least two segments (or sections) of insert 50. By way of example, a first segment of insert 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 cavity length. Thus, the insert 50, by its first and second insert segments 50, extends over 95% of the cavity length.

[0080] Thanks to such an insert 50 in all its variants, the mechanical strength and radial stiffness of the flange portion 30 are significantly increased. As indicated above, the insert 50 is not an essential component of the first bearing 20, whether solid or slotted. In other words, the first bearing 20 has a first embodiment in which the flange portion 30 includes the insert 50 and a second embodiment in which the flange portion 30 does not contain the insert 50. It is further understood that all the examples described in this application apply equally well to a first bearing 20 with or without the insert 50.

[0081] However, the addition of the insert 50 in the flange part 30 of the first bearing 20 certainly contributes to increasing the radial stiffness of the first bearing 20 but does not allow 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 allows for a variable torsional and radial stiffness.

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

[0084] More specifically, due to the variability of its radial hardness, the elastomeric coating 60 exhibits equally variable torsional and radial stiffness. This variability in torsional and radial stiffness helps to maintain uniform pressure on the adhesive and, by extension, on the paint, thus helping to ensure better adhesion and more durable corrosion protection.

[0085] Such variable radial hardness can then gradually increase or decrease towards the stabilizer bar 10. In other words, the elastomeric coating 60 exhibits an initial tendency where its hardness gradually decreases as one approaches the stabilizer bar 10. In practice, this means that the portions of the elastomeric coating 60 located closest to the stabilizer bar 10 are the most flexible, while the portions of the coating The portions of elastomer 60 furthest from the stabilizer bar 10 are the most rigid (hard). Furthermore, the elastomer 60 coating exhibits a second tendency where its hardness gradually increases as one approaches the stabilizer bar 10. In practice, this means that the portions of the elastomer 60 coating located closest to the stabilizer bar 10 are the most rigid (hard), while the portions of the elastomer 60 coating 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 of the radial hardness thus makes it possible to improve the ability of the elastomer coating 60 to absorb shocks and vibrations while maintaining the stability of the stabilizer bar 10. This helps to reduce unwanted noise and vibrations felt by the driver, thereby improving driving comfort and the overall performance of the vehicle.

[0087] Thus, as illustrated in [Fig. 5], which shows a longitudinal section view along axis A and therefore in the direction of extension of the stabilizer bar 10, as well as a cross-section view along axis B, the elastomeric 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 exhibit a decreasing 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 hardness of the third portion P3.

[0088] Furthermore, it is possible that each radial portion PI, P2, P3 may exhibit a variable radial hardness, either decreasing or increasing. For example, the first radial portion PI and the second radial portion P2 may each exhibit decreasing radial hardness, while the third radial portion P3 exhibits increasing radial hardness. Conversely, the first radial portion PI and the second radial portion P2 may each exhibit increasing radial hardness, while the third radial portion P3 exhibits decreasing radial hardness.

[0089] Of course, this does not preclude a person skilled in the art from understanding that several combinations are possible as long as each portion has a variable hardness, either decreasing or increasing. 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 and a second bearing 21 as illustrated in [Fig.6].

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

[0092] Each step, whether it be the first step 20 or the second step 21, can have the configurations and / or properties described above. By way of example, the first step 20 and / or the second step 21 can have an elastomeric coating (referenced respectively 60 and 61) with a variable hardness increasing or decreasing according to a first configuration (not illustrated) or an elastomeric coating (referenced respectively 60 and 61) comprising the first radial portion PI, 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 step 20 comprising a first elastomeric 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 step 21 which comprises a second elastomeric coating 62 in which the first radial portion Pli (referenced PI 1 instead of PI) for 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, however, it should 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 on 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 can 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," meaning that the first bearing 20 and / or the second bearing 21 each have a mechanical structure without significant slots, openings, or discontinuities in its structure. Of course, This does not preclude the first bearing 20 and / or the second bearing 21 from being (or being, depending on the context) split-type bearings. In the latter case, the first bearing 20 and / or the second bearing 21 comprise first and second flange elements 30 configured to be placed against each other, each flange element 30 comprising a portion of the cavity lined with said elastomeric coating (referenced respectively 60, 61) jointly forming said cavity of the flange portion 30.

[0095] The first bearing 20 and the second bearing 21 may also be assembled according to various methods 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 include the insert 50, which extends substantially along the entire length of the elastomeric coating 60 of the cavity of the flange portion 30 of the first bearing 20 and / or along the entire length of the elastomeric coating 61 of the second bearing 21. As indicated above, the insert (referenced as 50 in the first bearing 20 and not shown in the second bearing 21 for the sake of clarity) further increases the mechanical strength and radial hardness of the flange portion 30 of the bearing in question. Alternatively, the insert 50 may be positioned at the interface between the first bearing 20 and the second bearing 21 so that it extends substantially along the entire length of said interface.This last configuration of the insert is particularly advantageous because the elastomer coating 61 of the second bearing 21 seeps 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 embodiments, it is evident that modifications and changes can 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 supporting other types of suspended components, and for example in a suspension triangle or leaf spring joint. Furthermore, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered in an illustrative rather than a restrictive sense.

[0098] It is also evident that all the characteristics described with reference to a method are transposable, alone or in combination, to a device, and vice versa, all the characteristics described with reference to a device are transposable, alone or in combination, to a process.

Claims

Demands

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 receive at least partially a suspended member, the bearing (20) being characterized in that the elastomeric coating (60) has a variable radial hardness so as to exhibit variable torsional and radial stiffness, the elastomeric coating (60) having 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 elastomeric coating (60) having a variable radial hardness over the whole of the first, second and third radial portions (PI; P2; P3).

2. Bearing (20) according to claim 1, wherein the first radial portion (PI) and the third radial portion (P3) have a radial hardness greater than that of the second portion (P2) or wherein the first portion (PI) and the third portion (P3) have a radial hardness less than that of the second portion (P2).

3. Bearing (20) according to claim 1 or 2, wherein the flange portion (30) is annular, the cavity being cylindrical, conical, and / or having an elliptical cross-section, U or omega shape and configured to completely surround the suspended member.

4. Bearing (20) according to any one of claims 1 to 3, wherein the elastomeric coating (60) intended to be in direct contact with the suspended member has a cylindrical shape designed to fit a diameter of the suspended member.

5. Bearing assembly (20; 21) comprising at least a first bearing (20) and a second bearing (21) according to any one of claims 1 to 4, said first and second bearings (20; 21) being assembled so that the second bearing (21) receives the first bearing (20).

6. Bearing assembly (20; 21) according to claim 5, 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 bonding.

7. Bearing assembly (20; 21) according to claim 5, wherein the first bearing (20) and / or the second bearing (21) comprises first and second flange elements (30) configured to be brought together 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).

8. Bearing assembly (20; 21) according to claim 7, wherein the first and second flange elements (30) of the second bearing (21) are glued onto the first bearing (20) and are adhered to a bracket intended to support the suspended element.

9. Bearing assembly (20; 21) according to any one of claims 5 to 8, 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).

10. Bearing assembly (20; 21) according to any one of claims 5 to 8, 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 over the entire length of said interface.

11. Bearing assembly (20; 21) according to any one of claims 5 to 10, 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).

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 4, the stabilizer bar (10) passing through the cavity of the flange portion (30) of said bearing (20) and being integral with the bearing (20) by means of its elastomeric coating (60), or • a bearing assembly (20; 21) according to any one of claims 4 to 11, the stabilizer bar (10) passing through the cavity of the part of flange (30) of the first bearing (20) and being integral with the first bearing (20) by means of its elastomer coating (60).