Stabilizer bar bearing

Abstract

Bearing (20) for a vehicle stabilizer bar (10), comprising: a cavity lined with a polymer coating (60) and configured to completely enclose the stabilizer bar (10); and at least one insert (50; 51; 52) provided in the cavity, embedded in the polymer coating (60) and extending over substantially the entire length of the cavity, the insert (50; 51; 52) having a one-piece structure, and: having a surface that is at least partially corrugated and has at least one recess (80), and / or being made either of a material deformed so as to introduce a prestress into the insert (50; 51; 52) itself, or of a shape-memory material. Figure for the abbreviation: Fig. 5.

Description

Title of the invention: Stabilizer bar bearing technical field

[0001] The present exposition relates to a vehicle stabilizer bar bearing and its manufacturing process, a support assembly, and a stabilizer assembly.

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

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

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

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

[0006] For this purpose, the bearings generally comprise a metal flange and an elastic ring interposed between the stabilizer bar and the flange. This elastic ring, often made of polymer, 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, it is crucial to ensure sufficient, or even optimal, adhesion between the bearing and the stabilizer bar. Indeed, weak adhesion can cause the stabilizer bar to slip or move relative to the bearing, thus compromising the bar's functionality and the vehicle's stability.

[0008] Similarly, weak adhesion between the bearing and a potential stirrup (or flange) intended to cover it can lead to relative movements between these two elements, thus impairing the stability of the assembly.

[0009] These relative movements, whether between the bearing and the stabilizer bar or between the bearing and the caliper, cause friction and undesirable noises which can impair driving comfort.

[0010] Poor adhesion can also create gaps where moisture and contaminants can penetrate. These gaps promote corrosion of the stabilizer bar and / or caliper surface. The resulting corrosion weakens the components, reducing their load-bearing capacity and affecting the overall performance of the suspension system. The presence of corrosion can also lead to premature failure of parts, requiring more frequent maintenance and costly replacements.

[0011] It is therefore essential to produce bearings with optimal adhesion between all components in order to guarantee their functionality, durability, and performance.

[0012] However, in addition to ensuring adequate adhesion, it is also crucial to address another simultaneous problem: radial stiffness. Such bearings are not sufficiently radially rigid. In other words, they do not exhibit good resistance to deformation or movement along a radial axis relative to the longitudinal axis of the bearing. Radial stiffness determines the extent to which the bearing can maintain the stabilizer bar in a stable position relative to the vehicle chassis. Insufficient radial stiffness can lead to undesirable movement of the stabilizer bar, which can negatively impact the vehicle's handling and stability when cornering.

[0013] On the other hand, such bearings may alternatively or additionally exhibit excessive torsional rigidity. These bearings are then 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. Furthermore, excessive torsional rigidity can lead to premature wear of certain parts of the bearing due to high stress concentrations.

[0014] Thus, it is essential to design bearings for a stabilizer bar that offer an appropriate balance between radial stiffness and torsional stiffness to ensure stable, safe and comfortable driving.

[0015] To this end, manufacturers have designed a bearing comprising an insert that extends substantially along the entire length of the flange cavity and is embedded in its polymer coating. Such an insert is thus a reinforcing element intended to provide additional structural support, increasing the overall resistance of the bearing to loads and vibrations. It is also known that a rigid insert can provide High radial stiffness is required to support loads applied perpendicularly, while lower torsional stiffness is necessary to accommodate deformations due to rotation or bending. This essential compromise allows for a balance between compressive strength and flexibility.

[0016] However, although adding an insert strengthens the structure, it does not resolve the adhesion problem explained above. Therefore, it is essential to continue addressing the adhesion challenges to ensure that the bearing functions effectively, while still benefiting from the advantages of adding an insert.

[0017] There is therefore a real need for a vehicle stabilizer bar bearing, a support assembly, and a vehicle stabilizer assembly that are free, at least in part, from the disadvantages inherent in the aforementioned known configurations. Description of the invention

[0018] The present description relates to a vehicle stabilizer bar bearing, comprising: - a cavity lined with a polymer coating and configured to completely enclose the stabilizer bar; and - at least one insert provided in the cavity, embedded in the polymer coating and extending over substantially the entire length of the cavity, the insert having a one-piece structure, and: featuring a surface that is at least partially undulating and has at least one hollow, and / or is made either in a material deformed so as to introduce a prestress in the insert itself, or in a shape memory material.

[0019] As mentioned above, such an insert is designed to provide additional structural reinforcement to the bearing. The addition of the insert also eliminates the need for chemical additives often used to make the polymer more rigid, but which can have negative environmental impacts, such as the release of toxic substances and increased recycling complexity.

[0020] In addition, it has a monobloc structure, meaning that it is made of a single piece, thus ensuring better mechanical uniformity and leading to a homogeneous distribution of stresses.

[0021] The insert according to the invention can be made of a material that has been deformed to introduce a prestress. This means that, when integrated into the bearing, the material is already under tension, which increases its resistance to external forces, such as vibrations or radial loads.

[0022] Alternatively, the insert can be made from a shape-memory material, capable of returning to its original shape after being deformed. This type of material is particularly useful in environments subject to repetitive deformations, as it allows the bearing to adapt to the dynamic movements of the stabilizer bar while maintaining its structural function.

[0023] More specifically, when the shape-memory material is installed in the bearing cavity, the material activates its shape memory and seeks to return to its pre-programmed configuration. In this case, this shape memory causes the insert to adopt a certain behavior. For example, the insert will close around the stabilizer bar, maintaining constant and firm contact. Simultaneously, another part of the shape-memory material insert may have been designed to open outwards, i.e., towards the inner wall of the flange. This ability to expand or open towards the yoke allows the insert to ensure good contact and prevent any unwanted movement, thus guaranteeing optimal adhesion between the bearing and the flange.

[0024] As for the introduction of a prestress in the insert material, it can also advantageously allow it to close around the bar and open towards the flange. The prestress creates a permanent internal tension in the insert, which causes it to return to its initial shape once installed, thus facilitating these closing and opening movements in this example. This configuration is particularly beneficial for adhesion, as it ensures permanent and optimal contact between the bearing and the stabilizer bar on the one hand, and between the bearing and the flange on the other.

[0025] In other words, by keeping the insert under tension, whether through the use of a deformed material to introduce a pre-stress in the insert itself, or by using a shape memory material, the insert minimizes the gaps between the components (between flange and bearing or between bearing and stabilizer bar) and thus ensures a better distribution of loads between the components.

[0026] Said at least one hollow is similar to a fold, allowing the insert to fold back on itself. Thus, the insert can absorb mechanical stresses more effectively. Furthermore, this folding back on itself also allows it to create a reinforced mechanical connection with the other components, thereby filling any undesirable gaps or clearances.

[0027] In certain embodiments, the insert is provided with a plurality of openings, the number, size and arrangement of which are a function of a predefined stiffness of the bearing, preferably its stiffness in compression, or in torsion, or are a function of the pressure distribution between the bearing and the stabilizer bar and / or between the bearing and a flange suitable for covering said bearing.

[0028] The openings and their characteristics can be chosen according to a predefined stiffness of the bearing, that is, its ability to resist deformation under specific loads. For example, if the objective is to make the bearing more resistant to compression, a reduced number of openings, smaller sizes, and an arrangement that enhances this property will be chosen.

[0029] Openings also play a role in how pressure is distributed among the different components of the bearing. If the pressure is too concentrated in certain areas, this can cause premature wear or malfunctions. Thus, without openings, the insert has a uniform rigidity that can create pressure concentration points in certain areas where contact is more pronounced. These openings modify this uniform rigidity, allowing the material around the openings to deform more easily. This localized deformation redistributes the pressure over a larger area, avoiding pressure peaks in certain critical zones.

[0030] In some embodiments, the openings include through holes and / or partial windows.

[0031] Through holes are openings that go completely through the insert from one side to the other. This means that there is a full perforation of the material. Partial windows, on the other hand, are openings that do not go completely through the insert. These are notches that only affect part of the material's thickness, leaving a portion of the material intact.

[0032] According to some embodiments, the bearing has a cylindrical shape, a U-shaped shape, a conical shape, an elliptical shape, or a combination of at least two of these shapes.

[0033] According to some embodiments, the insert is made of a metallic, composite, or hybrid material.

[0034] Metallic material refers to a pure metal or a metallic alloy. Examples include steel or aluminum, and alloys designated according to standardized nomenclatures such as S355MC, S420MC, and S460MC. These nomenclatures are used in the metallurgy industry to designate, in particular, specific types of high-strength low-alloy steel (HSL). The European standard EN 10149-2 is an example.

[0035] A composite material is defined as a mixture of two or more distinct materials, combined to take advantage of the best properties of each component. Examples include carbon fibers or glass fibers, short (e.g., a few micrometers to a few millimeters in length) or long (e.g., several centimeters in length), integrated into a resin matrix. A hybrid material, on the other hand, combines the characteristics of materials different materials, for example metallic and composite. An insert can then have a metal base reinforced by layers of composite.

[0036] According to some embodiments, the insert has a circular, elliptical, or spline shape.

[0037] The spline shape, known to those skilled in the art, refers to a profile having several notches or ribs, often in the form of teeth or grooves.

[0038] The present exposition further relates to a support assembly, comprising at least: a bearing as defined above; and a flange suitable for covering said bearing.

[0039] The flange is a known component designed to protect the bearing from external elements, wear, and damage. The flange also holds the bearing in place by attaching it to a part of the vehicle chassis.

[0040] According to some embodiments, the flange is made of a metallic material, a composite material, or a hybrid material.

[0041] Such a flange can be made of a metallic material such as steel or aluminum. It can also be made of a composite material, combining, for example, carbon fibers with a polymer matrix, in order to obtain a good compromise between lightness and structural strength. Finally, it can be designed from a hybrid material composed of several types of materials with complementary properties, generally combining metallic elements and composites to take advantage of the strengths of each component. As an example, a hybrid material may combine a metallic base, such as aluminum, with a composite layer (such as carbon fibers).

[0042] The present disclosure further relates to a stabilizer assembly, comprising: - a stabilizer bar, and at least one bearing as defined above, or a support assembly as defined above, the stabilizer bar passing through the cavity of the bearing and being integral with the bearing by means of its polymer coating.

[0043] The stabilizer bar can be solid or hollow, painted or unpainted. It can thus pass through the cavity of the bearing with or without a flange.

[0044] According to some embodiments, the stabilizer bar is made of a metallic material, a composite material, or a hybrid material.

[0045] The present description further relates to a method for manufacturing a bearing as defined above, the bearing cavity being at least previously attached to a stabilizer bar before the implementation of the method, the method comprising the following steps: 1) a step of positioning the insert in the cavity of the bearing attached to said stabilizer bar; 2) a step of injecting the heated and pressurized polymer, or of melt-depositing polymer filament, inside the cavity so as to constitute said polymer coating; 3) a vulcanization step of the injected polymer; and 4) a step of demolding the bearing.

[0046] The step of positioning the insert inside the cavity ensures that it is properly centered and correctly aligned with the cavity, which is already attached to the stabilizer bar. More specifically, the process begins after the stabilizer bar has been fixed around the mold intended to form the bearing.

[0047] Of course, steps 1) and 2) may be successive but may not be. For example, when it comes to the step of melt-depositing polymer filament inside the cavity, this step is carried out, for example, partially before the insert is positioned, and then, once the insert is positioned, said deposition step can be continued until the deposit is sufficient to form said polymer coating. Obviously, melt-depositing polymer filament refers to a step carried out by "additive manufacturing," technical terms well known to those skilled in the art.

[0048] It should be noted that when step 2 concerns the injection of the polymer, the latter can be heated by induction or by conduction so that it has a certain degree of viscosity which allows it to penetrate inside the cavity.

[0049] According to certain embodiments, the insert is pre-treated with an adhesive so as to be adhered in said cavity prior to the implementation of step 1).

[0050] The insert is then covered or coated with an adhesive before its insertion into the cavity, which helps to hold it in place and allow its adhesion with the polymer during its vulcanization, thus optimizing the integration and retention of the insert within the material as a whole.

[0051] According to certain embodiments, the bearing cavity is fixed both to the stabilizer bar and to a flange covering said cavity prior to the implementation of step 1).

[0052] In other words, the flange and the stabilizer bar are assembled with the mold to form the bearing before the process begins.

[0053] According to certain embodiments, the process includes an additional assembly step, in particular by bonding, of a flange intended to cover said cavity, carried out after step 4).

[0054] Thus, when the flange is not fixed to the mold used to form the bearing, it can be bonded to the bearing after demolding. This bonding is carried out using heat. or cold, and may or may not involve the use of solvents. The absence of solvents is advantageous in that it significantly reduces the environmental impact by limiting emissions of volatile organic compounds and decreasing the risk of pollution.

[0055] 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 support and stabilizer assembly. This detailed description refers to the accompanying drawings. Brief description of the drawings

[0056] 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. [Fig.1] The [Fig.1] is a perspective view of a stabilizing assembly; [Fig.2] The [Fig.2] is a perspective view of an example of a landing; [Fig.3] The [Fig.3] is a perspective view of the landing of the [Fig.2]; [Fig.4] The [Fig.4] is a cross-sectional view of the landing of the [Fig.2]; [Fig.5] The [Fig.5] is a cross-sectional view of the bearing of the [Fig.2] comprising an insert according to the invention; [Fig. 6A] and [Fig. 6B] Figures 6A and 6B each illustrate a flowchart of a manufacturing process for said bearing according to different embodiments of the invention; and [Fig.7A] and [Fig.7B] Figures 7A and 7B each illustrate a cross-sectional view of the bearing according to the invention, during its manufacture. Description of the implementation methods

[0057] To make the explanation 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.

[0058] 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.

[0059] More particularly, the stabilizer assembly 1 includes a stabilizer bar 10, solid or hollow, painted or unpainted, the central part of which 11 is equipped with two bearings 20. Such bearings 20 are intended to be fixed to the chassis of the vehicle while the ends 12 of the stabilizer bar 10 are intended to be fixed to parts of the vehicle attached to each wheel of the same axle, in particular the suspension triangle of each wheel of the axle.

[0060] Each bearing 20 is of the "solid" type, that is to say characterized by a unitary mechanical structure without significant slots, openings or discontinuities in its structure.

[0061] Thus, as illustrated in [Fig.2], the bearing 20 is mounted on a section 13 of the stabilizer bar 10 and includes a flange 30 having a cavity lined with a polymer coating 60 and intended to completely enclose the stabilizer bar 10.

[0062] By way of example, the bearing 20 here completely encloses the stabilizer bar 10 along an axis A corresponding to the direction of extension of the stabilizer bar 10 when the bearing 20 is mounted.

[0063] In this example, the bearing 20 has a general U-shaped form but may, alternatively, be cylindrical, conical, or elliptical. Thus, since the flange 30 also conforms to the shape of the bearing 20, its cavity may be cylindrical, conical, or elliptical so as to completely surround the stabilizer bar 10.

[0064] Figures 3 and 4 represent this cavity of the solid bearing 20 in perspective and in section along its median plane, respectively.

[0065] The flange 30 here 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 30 and, more broadly, of the bearing 20, and a through bore 33 perpendicular to axis A and therefore perpendicular to the bearing surface of the flange 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.

[0066] It should be noted that the bearing and flange 30 together constitute a support assembly.

[0067] Such a flange can be made of a metallic material such as steel or aluminum. Alternatively, it can be made of a composite material, combining, for example, carbon fibers or glass fibers, short (e.g., a few micrometers to a few millimeters in length) or long (e.g., several centimeters in length), with a polymer matrix, in order to obtain a good compromise between lightness and structural strength.

[0068] Finally, it can be designed from a hybrid material composed of several types of materials with complementary properties, generally combining metallic elements and composites to take advantage of the benefits of each component. For example, a hybrid material can combine a metallic base, such as aluminum, with a composite layer (such as carbon fibers).

[0069] Figure 5 is a simplified view of the preceding figures to highlight the advantages of the invention. Thus, Figure 5 illustrates only the polymer coating 60 in which an insert 50 is embedded, as well as the stabilizer bar 10.

[0070] The insert 50 extends over substantially the entire length of the cavity. It also has a monobloc structure, meaning that it is made of a single piece, thus ensuring better mechanical uniformity and a homogeneous distribution of stresses.

[0071] Such an insert 50 has the advantage of being made of a deformed material so as to introduce a prestress within the insert 50 itself. This means that, when it is integrated into the bearing 20, the material of the insert 50 is already under tension, which increases its resistance to external forces, such as vibrations or radial loads.

[0072] Alternatively, the insert 50 has the advantage of being made of a shape memory material, capable of returning to its original shape after being deformed.

[0073] By keeping the insert 50 under tension, whether by using a deformed material to introduce a pre-stress in the insert 50 itself, the insert 50 is designed so as to have the ability to close around the stabilizer bar 10, as shown by the referenced arrows 51, maintaining a constant and firm contact.

[0074] Simultaneously, another portion of the insert 50 is designed to open outwards, as shown by the reference arrows 52, i.e., towards the inner wall of the flange not visible in this figure. This ability to expand or open towards the yoke allows the insert 50 to ensure good contact and prevent any unwanted movement, thus guaranteeing optimal adhesion between the bearing 20 and the flange.

[0075] The insert 50 may have other characteristics. For example, it may be made of a metallic, composite, or hybrid material. Obviously, all these exemplary materials may be materials deformed to introduce prestress into the insert 50 or shape-memory materials. The insert 50 may also have at least one recess on its surface, for example, a recess on each of its lateral walls so that it can fold back on itself during the implementation of the processes S0 and S0' described below. Thus, the insert 50, folded back on itself, can absorb mechanical stresses more effectively. In addition, folding back on itself also allows it to create a reinforced mechanical connection with the other components and thus fills any undesirable gaps or clearances.

[0076] Among its other characteristics, the insert 50 may have a circular, elliptical, or spline shape.

[0077] Fig. 6A schematically illustrates the different stages of a process S0 for manufacturing said bearing 20 comprising the insert 50, according to a first embodiment of the invention.

[0078] More specifically, the S0 process, according to this first embodiment, comprises the following successive steps.

[0079] A step SI of positioning the insert 50 in the cavity of the bearing 20 to be manufactured, the cavity being integral with said stabilizer bar 10. In other words, the insert 50 is positioned inside the cavity, when the stabilizer bar 10 is already present.

[0080] The process S0 continues with a step S2 of injecting the heated and pressurized polymer into the cavity so as to constitute said polymer coating 60. More particularly, the polymer can be heated by induction or conduction so that it has a certain degree of viscosity which allows it to penetrate into the cavity.

[0081] Thus, as illustrated in [Fig. 7A], the referenced arrows 53 indicate the direction of propagation of the polymer flow injected into a mold 70, which then forms the polymer coating 60. As can be seen, the polymer is also injected inside the insert 50. This is due to the fact that the insert 50 has a plurality of openings which include through holes and / or through windows.

[0082] As explained above, through holes are openings that go completely through the insert 50 from one side to the other, whereas partial windows are openings that do not go completely through the insert 50.

[0083] The number, size and arrangement of these openings are chosen according to a predefined stiffness of the bearing 20, preferably its stiffness in compression, or in torsion, or according to the distribution of pressure between the bearing 20 and the stabilizer bar 10 and / or between the bearing 20 and the possible flange 30 suitable for covering said bearing 20.

[0084] Then, the S0 process continues with a step S3 of vulcanization of the injected polymer. This means that the polymer, once injected in step S2, is subjected to a heat treatment that causes a chemical reaction. This process strengthens the molecular network of the polymer, thus increasing its strength and flexibility.

[0085] Finally, the process S0 ends with a demolding step S4 of the bearing 20 comprising said insert 50 as well as the stabilizer bar 10.

[0086] Optionally, the process S0 includes a new step S5 of assembly, in particular by bonding, of a flange 30 intended to cover the cavity after the demolding of the bearing 20. This step S5 is therefore carried out after the step S4 of demolding the bearing 20.

[0087] Fig. 6B schematically illustrates the different stages of a process S0' for manufacturing said bearing 20 comprising the insert 50, according to a second embodiment of the invention.

[0088] More specifically, the process S0', according to this second embodiment, comprises the following successive steps:

[0089] A step SI' of positioning the insert 50 in the cavity of the bearing 20 to be manufactured, the cavity being integral with both the said stabilizer bar 10 and a flange 30 covering the bearing 20 to be formed, upstream of the implementation of step SI'. Thus, as illustrated in [Fig. 7B], the mold 70 is replaced by the flange 80. Another mold, not visible in the figure, thus encloses the flange 80 and the portion of the polymer coating 60 that will not be covered by the flange 80.

[0090] The process S0' continues with a step S2' of injecting the heated and pressurized polymer into the cavity so as to constitute said polymer coating 60. More particularly, the polymer can be heated by induction or conduction so that it has a certain degree of viscosity which allows it to penetrate into the cavity.

[0091] Then, the S0' process continues with an S3' step of vulcanizing the injected polymer. This means that the polymer, once injected, is subjected to a heat treatment that causes a chemical reaction. This process strengthens the polymer's molecular network, thus increasing its strength and flexibility.

[0092] Finally, the process S0' ends with a demolding step S4' of the bearing 20 comprising said insert 50 as well as the stabilizer bar 10, the bearing 20 being covered by the flange 80 (formerly the flange 30 in the examples above).

[0093] Alternatively, it should be noted that steps S2 and S2' may relate to the fusion deposition of polymer filament inside the cavity so as to constitute said polymer coating 60. This is a 3D fabrication of the polymer coating 60. In this case, steps S2 and S2' are implemented, for example, partially before the positioning of the insert 50, and then may each be continued until the deposition makes it possible to constitute said polymer coating 60.

[0094] It should also be noted that, regardless of the process implemented S0 or S0', the insert 50 can be pretreated with an adhesive so as to adhere to said cavity prior to the implementation of step SI or SI'. In other words, before its insertion into this part, the insert 50 is then covered or coated with an adhesive, which helps to hold it in place and allow its adhesion with the polymer during its vulcanization, thus optimizing the integration and retention of the insert 50 within the overall material.

[0095] Although the present invention has been described with reference to specific embodiments, it is evident that modifications and changes may These examples must be performed without departing from the general scope of the invention as defined by the claims. In particular, individual features of the various embodiments illustrated / mentioned may be combined in additional embodiments. Therefore, the description and drawings should be considered illustrative rather than restrictive.

[0096] It is also evident that all the characteristics described with reference to a process 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 process.

Claims

Demands

1. Bearing (20) for a vehicle stabilizer bar (10), comprising: - a cavity lined with a polymer coating (60) and configured to completely enclose the stabilizer bar (10); and - at least one insert (50; 51; 52) provided in the cavity, embedded in the polymer coating (60) and extending over substantially the entire length of the cavity, the insert (50; 51; 52) having a monobloc structure, and: • having a surface at least partially corrugated having at least one hollow (80), and / or • is made either of a material deformed so as to introduce a prestress in the insert (50; 51; 52) itself, or of a shape-memory material.

2. The bearing (20) according to claim 1, in which the insert (50) is provided with a plurality of openings, the number, size and arrangement of which are a function of a predefined stiffness of the bearing (20), preferably its stiffness in compression, or in torsion, or are a function of the pressure distribution between the bearing (20) and the stabilizer bar (10) and / or between the bearing (20) and a flange suitable for covering said bearing (20).

3. The bearing (20) according to claim 2, wherein the openings have through holes and / or partial windows.

4. The bearing (20) according to any one of the preceding claims, having a cylindrical shape, a U-shaped shape, a conical shape, an elliptical shape, or a combination of at least two of these shapes.

5. The bearing (20) according to any one of the preceding claims, wherein the insert (50) is made of a metallic, composite, or hybrid material.

6. The bearing (20) according to any one of the preceding claims, wherein the insert (50) has a circular, elliptical, or spline shape.

7. Support assembly, comprising at least: - a bearing (20) according to any one of claims 1 to 6; and - a flange (30) suitable for covering said bearing (20).

8. Support assembly according to claim 7, wherein the flange (30) is made of a metallic material, a composite material, or a hybrid material.

9. Stabilizer assembly, comprising: - a stabilizer bar (10), and - at least one bearing (20) according to any one of claims 1 to 6, or a support assembly (20; 80) according to any one of claims 7 and 8, the stabilizer bar (10) passing through the cavity of the bearing (20) and being integral with the bearing (20) by means of its polymer coating (60).

10. Stabilizer assembly according to claim 9, wherein the stabilizer bar (10) is made of a metallic material, a composite material, or a hybrid material.

11. A method for manufacturing a bearing (20) according to any one of claims 1 to 6, the cavity of the bearing (20) being at least previously attached to a stabilizer bar (10) before implementation of the method, the method comprising the following steps: 1) a step of positioning (S1; S2') the insert (50) in the cavity of the bearing (20) attached to said stabilizer bar (10); 2) a step of injecting (S2; S2') the heated and pressurized polymer, or of melt-depositing polymer filament, inside the cavity so as to constitute said polymer coating (60); 3) a step of vulcanizing (S3; S3') the injected polymer; and 4) a step of demolding (S4; S4') the bearing (20).

12. A method according to claim 11, wherein the insert (50) is pre-treated with an adhesive so as to be adhered in said cavity upstream of the implementation of step 1).

13. A method according to claim 11 or 12, wherein the bearing cavity (20) is integral with both the stabilizer bar (10) and a flange (30) covering said cavity prior to the implementation of step 1). 16

14. A method according to claim 11 or 12, comprising an additional assembly step (S5), in particular by bonding, of a flange (30) intended to cover said cavity, carried out after step 4).

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