Damping device for suspension element

Abstract

The invention relates to a damping device (20) for a suspension element (2; 3) provided with at least one layer of paint, the damping device (20) being provided with a recess (Z1) designed to at least partially accommodate at least one portion of the suspension element (2; 3), the damping device (20) being characterized in that it comprises two lateral extensions (80; 81) extending on either side of the damping device (20) and each designed to at least partially cover the surface of the portion of the suspension element (2;3) which is outside the recess (Z1).

Description

Description Title of the invention: Damping device for a suspension element Technical Field

[0001] This presentation concerns a damping device, a suspension assembly, and a stabilizer assembly.

[0002] Such a stabilizer kit is suitable for any type of stabilizer bar and any type of vehicle, in order to limit vehicle body roll. In particular, such a stabilizer kit can be used on any axle of the vehicle. Previous technique

[0003] The automotive suspension (or stabilizer system) is a complex system that plays a crucial role in managing the interaction between the vehicle and the road surface. Its primary function is to maintain optimal wheel contact with the road, thus ensuring stable handling, increased comfort, and enhanced safety. To achieve these objectives, the suspension must absorb and dissipate shocks and vibrations caused by road irregularities, while allowing the vehicle to remain maneuverable and maintain good traction.

[0004] To this end, suspension elements are integrated into the stabilizer assembly to play a key role in supporting the vehicle's weight and absorbing shocks. Thus, such a suspension element, like a spring (the term "suspension element" may be substituted for "suspension element" and vice versa in the remainder of this patent application), compensates for road variations and maintains a constant ride height despite load changes. The suspension elements act as elastic elements that compress and expand to manage dynamic forces.

[0005] Among the various suspension component configurations, and more specifically the springs available on the market, tubular springs offer unique technical characteristics that can improve the Overall suspension performance. Such a tubular spring is distinguished by its tubular cross-section. This configuration gives the spring a hollow structure with a longitudinal channel that extends the entire length of the suspension element. The main body of the spring is made from an elastic material chosen for its deformation and energy return properties, essential for suspension functions.

[0006] In addition to these various configurations of springs used as suspension elements, there are so-called "solid" or "solid" springs, which are made of a generally homogeneous material (steel or high-strength metal alloy) and have no internal cavity, unlike tubular springs. Their design is based on a compact and robust structure, giving them a high capacity to withstand high loads and significant stresses.

[0007] As an example, such springs 2 and 3, as suspension components, are shown in Figure 1, which illustrates a stabilizer assembly 1 for a vehicle, according to the state of the art. Here, springs 2 and 3 work in conjunction with links 4 and 5. Each link 4 and 5 is attached to a mounting point on a wheel 6 and 7 respectively, typically at a suspension mount. This connection allows the links 4 and 5 to transfer the forces and movements of springs 2 and 3 directly to wheels 6 and 7.

[0008] The two wheels 6 and 7 are generally connected by a stabilizer bar (not visible in Figure 1), also called an anti-roll bar, which joins the two wheels of the same axle. This bar reduces body roll during cornering and dampens suspension deformation, thus maintaining optimal contact between the tires of wheels 6 and 7 and ensuring maximum grip. In other words, each end of the stabilizer bar is attached to the suspension arm of each wheel 6 and 7 via links 4 and 5, while its central section is fixed to the vehicle chassis using at least two bearings.

[0009] However, although suspension components offer several advantages in a stabilizing assembly, the latter remains subject to specific problems that can alter its functions and effectiveness.

[0010] One of the main challenges is stress concentration. The suspension element can contain localized stress zones. In other words, stress concentration refers to the tendency of stresses acting on the suspension element to cluster in specific areas of the spring, creating points of weakness. Consequently, these areas can be subject to uneven wear, increasing the risk of failure. Therefore, a uniform distribution of stress is important to avoid weak points that could lead to premature failure.

[0011] More specifically, the suspension element is subjected to various types of stress, each of which can contribute to stress concentration. Bending stresses develop when the suspension element absorbs loads, particularly during compression or rebound.

[0012] Furthermore, under extreme conditions, particularly very high or low temperatures, the mechanical properties of the suspension component can be affected. For example, at high temperatures, suspension components can soften, lose rigidity, and exhibit a decrease in their damping capacity. For instance, in environments exceeding 80-100°C (such as near an engine or brake subjected to high stress), suspension components can become less resistant to dynamic loads, leading to permanent deformation or a reduction in their effectiveness at dissipating vibration energy. In addition, prolonged exposure to high temperatures can cause chemical degradation, such as oxidation, which weakens the material.

[0013] At low temperatures, suspension components become more rigid and brittle when exposed to temperatures near or below 0°C. This reduces their shock absorption capacity and increases the risk of cracking under sudden loads.

[0014] Furthermore, suspension components are subject to progressive wear under repeated loads (such as driving on rough roads), requiring periodic replacement. Under these high-stress conditions, suspension components can undergo deformation. permanent (creep). The material can then lose its ability to return to its original shape after compression, which reduces its long-term effectiveness.

[0015] Suspension components can also be exposed to chemical or physical agents that alter their structure. For example, oils, fuels, or de-icing agents used on roads can interact with the elastomer, causing a loss of elasticity. Prolonged exposure to water or humid conditions can also promote material degradation. Furthermore, dust, sand, and other abrasive particles present in the environment can accelerate mechanical wear through constant friction. This abrasion can be exacerbated by a mechanism known as sliding / fretting, where repetitive micro-slips between contact surfaces cause localized wear, notably creating noise and discomfort for vehicle passengers.

[0016] Finally, their behavior can be non-linear, making the precise adjustment of certain stabilizer configurations complex.

[0017] To address these issues, damping devices (known as "pads" in the technical jargon understood by those in the field) are often integrated into the stabilizers.

[0018] These damping devices, generally made from elastomeric materials such as rubber or polyurethane, act as intermediaries between the suspension element and other components. Their primary function is to complement the action of the suspension elements by providing additional damping. By acting as a barrier against environmental conditions and minimizing mechanical friction, damping devices are designed to protect the suspension components.

[0019] In other words, damping devices protect suspension components from these aggressions, just as they act as a shock-absorbing cushion, reducing friction and distributing forces, thus preventing premature wear of contact surfaces.

[0020] For the damping device to perform its functions, the connection between the suspension element and the damping device plays a crucial role in the performance and durability of both components. Indeed, an effective and durable connection ensures that the damping device correctly fulfills its protective and damping functions. A solid connection between the suspension element and the damping device allows for a homogeneous distribution of loads across the entire interface surface. This is important for minimizing stress concentration points and ensuring optimal mechanical performance: a suspension element protected by a well-fixed damping device retains its elastic properties over a prolonged period because it is less susceptible to permanent deformations due to unevenly distributed loads.

[0021] If the connection is weak or deteriorating, the damping device could detach or slip, leaving the suspension element exposed to severe conditions, leading to its rapid degradation. Furthermore, a weak connection can cause unwanted movement of the damping device, exposing its edges to accelerated mechanical wear or permanent deformation, and can cause internal shearing within the damping device material if it momentarily slips relative to the suspension element under dynamic loads, potentially resulting in failure.

[0022] In the prior art, several solutions have been proposed to improve adhesion and thus contact between the suspension element and the damping device in vehicle stabilization systems. For example, some solutions combine chemical bonding with mechanical fasteners (e.g., clips, inserts, or pins with or without shims) to reinforce and enhance the connection between the suspension element and the damping device. However, the addition of mechanical fasteners increases the number of components and the complexity of the system, and can introduce unwanted movement between the damping device and the suspension element, especially in environments with high vibration or significant temperature variations.

[0023] Other solutions propose a method of applying spot adhesive to predetermined bonding areas. Specifically, the adhesive is deposited as small dots or segments strategically distributed across the surface of the damping device. However, these localized adhesive application points concentrate the bond between the suspension element and the damping device on a limited area, leaving unbonded zones between them. These zones can become weak points where the damping device is susceptible to slippage or detachment under the effects of vibration or dynamic loads. Because the bonding areas are limited, mechanical stresses are not distributed evenly, which can lead to premature bond failure.

[0024] There is therefore a real need for a more efficient and durable linking solution between the damping device and the suspension element, which is free, at least in part, from the disadvantages inherent in the aforementioned known configurations. Description of the invention

[0025] The present exposition relates to a damping device for a suspension element having at least one layer of paint, the damping device having a recess designed to accommodate at least partially at least a portion of said suspension element, the damping device being characterized in that it comprises two lateral extensions extending on either side of the damping device and each designed to cover at least partially the surface of said portion of said suspension element which is outside the recess.

[0026] The suspension component here can be a spring or a vehicle stabilizer bar. In the latter case, the damping device is a bearing designed to at least partially cover the stabilizer bar.

[0027] The damping device includes a recess, which is a cavity or depression formed within the damping device. The primary function of this recess is to accommodate at least a portion of the suspension element. This means that the suspension element fits into this recess. partially, potentially leaving part of the suspension element outside the hollow.

[0028] To this end, the damping device includes two lateral extensions, positioned on either side of the damping unit. These extensions extend from the edges of the recess. They are designed to at least partially cover the outer surfaces of the portion of the suspension element that protrude from or are not completely enclosed by the recess.

[0029] In other words, the extensions are positioned to partially encircle the portion of the suspension element protruding from the hollow. They therefore do not necessarily cover the entire surface of the suspension element, but at least a sufficient portion to fulfill their functions.

[0030] Thus, the lateral extensions serve to protect the outer surface of the suspension element from external aggressions, such as abrasion, impacts, or friction. They also contribute to improving the mechanical stability of the device by reducing lateral movements or vibrations of the suspension element.

[0031] It should also be noted that thanks to its lateral extensions, the damping device can adapt to suspension elements of various shapes, without requiring major modifications.

[0032] According to one embodiment of the invention, the suspension element being made of elastic material and having a plurality of coils, such as a spring, the device is configured so that its two lateral extensions each cover at least partially the surface of at least a portion of at least one of said coils.

[0033] In other words, this embodiment consists of a damping device suitable for use in conjunction with a suspension element made of an elastic material. In this embodiment, a suspension element is understood to be a component such as a spring, generally used in mechanical or vehicle stabilization systems to absorb shocks and vibrations. This suspension element comprises a plurality of turns, that is to say successive loops that make up its structure.

[0034] In the remainder of this patent application, and unless otherwise indicated or the context is inconsistent, the expression "at least a portion of said at least one of the turns," in the context of the use of said damping device, shall be understood as including the following: "a turn," "a plurality of turns," or "one or more portions of several turns," or "one or more portions of a single turn." Thus, each of the above terms may be substituted by any of the other above terms.

[0035] The lateral extensions are configured to align with the geometry of the spring coils. This ensures that the targeted coil surfaces are effectively covered. The device can therefore interact with one or more coils as needed, offering great application flexibility.

[0036] Furthermore, as mentioned above, the extensions do not necessarily cover the entire surface of each coil. Partial coverage is sufficient to reduce vibrations and protect critical areas exposed to wear.

[0037] According to some embodiments, the two lateral extensions are configured to at least partially cover at least one of the turns that is intended to be subjected to: friction with a coefficient of friction greater than a predetermined threshold value; and / or - to greater friction than that exerted on the other turns of the suspension element; and / or - to contact pressures or bending stresses greater than those supported by the other turns of the suspension element; and / or - to fatigue phenomena induced by repeated axial displacements; and / or - to a circular or radial slide.

[0038] Thus, the covering provided by these lateral extensions is intended to target critical areas of the suspension element that are subjected to stress. particularly intense mechanical stresses. These extensions then play an advantageous role by covering the surfaces of the coils or exposed portions of coils, offering targeted protection in the most vulnerable areas.

[0039] Initially, the lateral extensions are designed to cover the coils or portions of coils exposed to significant frictional forces, where the coefficient of friction between the suspension element and its environment exceeds a predetermined value. This can occur in situations where the coils rub against other mechanical components, or when the environment contains abrasive particles or contaminants that increase friction.

[0040] Secondly, it should be noted that certain sections of the coils, or individual coils, depending on their position within the suspension element, experience disproportionate friction compared to other coils. This friction can result from variations in load distribution that increase local pressure. Lateral extensions then protect these critical areas by forming an effective mechanical barrier against excessive friction.

[0041] Some turns (or parts of turns) are subjected to higher contact pressures or bending stresses than others due to their role in distributing dynamic loads. Lateral extensions, by covering these surfaces, help to distribute these localized loads more evenly, thus reducing the risk of deformation or premature failure.

[0042] Certain turns or parts of turns are often subjected to repetitive axial movements, that is, continuous cycles of compression or relaxation along their longitudinal axis. These cycles cause mechanical fatigue that can lead to microscopic cracks in the material and / or progressive failure of the affected turn. By covering the stressed areas, lateral extensions help to limit, or even eliminate, the effects of this fatigue.

[0043] Finally, in some cases, certain turns (or part(s) of turns) may be subjected to circular sliding movements (around the axis of the (coils) or radial (perpendicular to this axis), caused by lateral forces that generate a shift in the position of the coils or result from interactions with adjacent surfaces in relative motion. Lateral extensions, through their direct contact with the coil surfaces, increase mechanical friction in these directions, thus limiting unwanted movements and improving the overall stability of the suspension element.

[0044] According to some embodiments, said two lateral extensions are configured to at least partially cover said at least one of the turns which forms one of the ends of the suspension element or to at least partially cover the body of the suspension element.

[0045] The ends of the suspension element are often particularly critical areas because they are generally in direct contact with supports or anchor points of the suspension element, which increases localized mechanical stresses, primarily of the bending or hydrostatic pressure type. Furthermore, during operation, the ends can rub against fixed or moving surfaces, generating increased wear. Thus, by covering these coils at least partially with such lateral extensions, the damping device acts as a protective barrier that improves the distribution of mechanical stresses and preserves the structural integrity of the anchor points.

[0046] The body of the suspension element refers to the intermediate coils located between the two ends. These coils also play a central role in the bending and shock-absorbing function of the suspension element. They are also subjected to specific stresses, including repeated bending and torsional stresses, variable dynamic loads, and relative motion vibrations. By covering at least a portion of the main body with these lateral extensions (this configuration being referred to as a "buffer"), i.e., the areas likely to be subjected to these stresses, the damping device increases the mechanical adhesion between the suspension element and itself, reducing slippage or relative displacement. Furthermore, it protects these surfaces against wear due to external friction or abrasion, or inter-coil contact (i.e., a (spire facing another spiral in the body of the suspension element), and minimizes fatigue phenomena induced by cyclic stresses.

[0047] According to certain embodiments of the invention, one of the two lateral extensions is longer than the other so as to cover a larger surface of said suspension element.

[0048] In this embodiment, the two lateral extensions of the damping device are designed asymmetrically, meaning that one extension is longer than the other. This design allows the longer extension to cover a larger area of ​​the suspension element.

[0049] Such an asymmetry can be motivated, for example, by the identification of areas of higher mechanical stress on the suspension element. The longer extension is therefore designed to cover these critical areas.

[0050] According to certain embodiments of the invention, at least one of said lateral extensions, preferably both lateral extensions, is at least partially chemically bonded, preferably totally chemically bonded, to the surface of said suspension element which it is configured to cover.

[0051] When adhesion is partial, the lateral extension may be fixed only to certain portions of the surface of the suspension element, whereas total adhesion indicates that the lateral extension is fully fixed to the surface of the suspension element.

[0052] According to some embodiments, the hollow is at least partially chemically bonded, preferably totally chemically bonded, over its entire surface intended to partially accommodate said suspension element.

[0053] When the adhesion is partial, certain strategic areas of the cavity, such as critical contact points, are provided with an adhesive layer, and when the adhesion is total, the entire surface of the cavity is covered with an adhesive material or a compatible coating, ensuring a uniform and continuous fixation of the suspension element.

[0054] Of course, a skilled professional understands that the bond is primarily mechanical between the damping device (via the lateral extensions) and at least a portion of the suspension element. This bond can also be optionally reinforced by chemical adhesion, through the application of an adhesive agent or a compatible coating (for example, an adhesive tape that may be pre-glued and therefore ready to use).

[0055] Among the types of adhesive tapes known to professionals, one can mention the so-called "double-sided" tape, meaning a tape with adhesive surfaces on both sides. Such tape can also have a thickness ranging from 1 to 2 millimeters, among other options, and can be applied to the ends of the suspension element.

[0056] Furthermore, it should be noted that a chemical adhesive agent is a term that refers to any material used to promote adhesion between two surfaces through a chemical reaction. It can therefore include adhesives less than 30 microns thick, such as epoxy, or adhesives that are activated by heat or cold, or whether they are activated by heat or cold.

[0057] When glue or other adhesive is applied, the hollow of the damping device allows the chemical agent to penetrate in such a way as to form solid anchor points once hardened.

[0058] According to some embodiments, the device has an ovoid, circular, rectangular, square, or conical shape.

[0059] The shape of the damping device refers to the shape of its surface that will be in contact with the suspension element in order to protect it. Different geometries can be chosen, depending, for example, on the shape of the suspension element itself.

[0060] The present exposition further relates to a suspension assembly, comprising a suspension element having at least one layer of paint, and comprising a damping device as defined above, the two lateral extensions of which extend on either side of the damping device and are each designed to cover at least partially the surface of said portion of said suspension element which is outside the hollow, so as to conform to the shape of said portion.

[0061] According to some embodiments, the suspension element has a plurality of turns, and in which the shape of at least a portion of at least one of the turns of the suspension element is either ground, or ovoid, or circular, or rectangular, or square, or conical.

[0062] It should be noted that the term "ground" means that the portion of the coil (or coil(s), or portion of several coils) has been mechanically treated to achieve a smooth surface. This process helps eliminate imperfections and improve wear resistance in these areas of the suspension component. Furthermore, grinding reduces the overall weight of the component by removing excess material, contributing to a lighter assembly, which is particularly advantageous in certain applications, including valve springs. Additionally, in specific applications, such as vehicle suspension springs, grinding can be used to reduce the overall spring height, which is beneficial when the vehicle's body geometry cannot be altered.

[0063] The present presentation also relates to a vehicle stabilizer assembly, comprising at least two suspension assemblies as defined above, and including a stabilizer bar, connecting said at least two suspension assemblies.

[0064] This presentation also relates to a vehicle comprising a stabilizer assembly as defined above.

[0065] The aforementioned features and advantages, as well as others, will become apparent upon reading the detailed description that follows, along with examples of vehicle stabilizer bar bearing designs, and the proposed support and stabilizer assembly. This detailed description refers to the attached drawings. Brief description of the drawings

[0066] The attached drawings are schematic and primarily intended to illustrate the principles of the presentation. In these drawings, identical elements (or parts of elements) are identified by the same reference symbols from one figure to another. [Fig. 1] Figure 1 is a perspective view of a stabilizing assembly comprising two suspension elements according to the state of the art; [Fig. 2A], [Fig. 2C] Figures 2A and 2C are each a perspective view of a suspension element covered at least partially by a damping device according to the state of the art; [Fig. 2B] Figure 2B is a cross-sectional view, along a longitudinal plane, of one end of the suspension element according to the state of the art; [Fig. 3A], [Fig. 3B] Figures 3A and 3B are cross-sectional views of the damping device according to one embodiment of the invention; [Fig. 4A], [Fig. 4B], [Fig. 4C] Figures 4A, 4B and 4C illustrate different configurations of the damping device according to embodiments of the invention; [Fig. 5] Figure 5 illustrates a perspective view of a landing according to one embodiment of the invention; and [Fig. 6A], [Fig. 6B] Figures 6A and 6B are cross-sectional views of the damping device according to one embodiment of the invention. Description of the implementation methods

[0067] It is recalled that a suspension element, such as a spring 2 illustrated in Figure 1, comprises a plurality of turns forming a main body 10 disposed between two ends 10a and 10b, visible in Figure 2A.

[0068] The suspension element 2 is here provided with at least one layer of paint and is made of an elastic material which may be, for example, a composite material, or steel, or a steel-based alloy. More generally, the elastic material has a hardness greater than 200 HV (Vickers), preferably greater than 450 HV.

[0069] It should be noted that the external cross-section of the main body 10 and / or its ends 10a and 10b can be, without limitation, circular, ovoid, rectangular, square, or conical in shape. Of course, the term "external" here refers to the shape of the outer contour of the suspension element 2.

[0070] Alternatively, the external cross-section of the main body 10 and / or its ends 10a and 10b may have a so-called "ground" shape, meaning that the suspension element 2 has undergone a grinding process intended to to refine the surface, at least partially, of one or more turns of the suspension element 2. In other words, the surface is smoothed or shaped to achieve desired dimensions and texture.

[0071] However, some coil sections are exposed to significant frictional forces and contact pressures that can reach approximately 5 MPa (megapascals). This value depends on the hardness and stiffness of the suspension element and the applied dynamic loads. This can occur when the coils (or sections of coils) rub against other mechanical components, or when the environment contains abrasive particles or contaminants that increase friction. Similarly, some coil sections, or entire coils, depending on their position within the suspension element, experience disproportionate friction compared to other coils. This friction can result from variations in load distribution that increase local pressure.

[0072] Furthermore, some turns (or parts of turns) are subjected to higher contact pressures or bending and torsional stresses than others due to their role in distributing dynamic loads. In addition, some turns or parts of turns are often subjected to repetitive axial movements, that is, continuous cycles of compression or relaxation along their longitudinal axis. These cycles cause mechanical fatigue that can lead to microscopic cracks in the material and / or progressive failure of the affected turn.

[0073] Finally, in some cases, certain turns (or part(s) of turns) may be subjected to circular or radial sliding movements, caused by lateral forces which generate a shift in the position of the turns or caused by interactions with adjacent surfaces in relative motion.

[0074] To address these issues, it is common practice to use a damping device 20 (known as a "pad" in technical jargon). These damping devices 20 are generally made from elastomeric materials such as rubber or polyurethane, and act as an intermediary between the suspension element 2, 3 and the other components. Their main function is then to complement the action of the suspension elements 2, 3 by providing additional damping.

[0075] The damping device 20 may include an insert, not visible in the figures, which acts as a reinforcement and is often made of a plastic composite material such as polyamide. The insert thus improves the structural rigidity of the damping device and allows for better distribution of mechanical loads. The insert may also be at least partially covered with a layer of rubber to improve the absorption of vibrations and shocks thanks to its damping properties.

[0076] Furthermore, such a damping device 20 is designed to conform to the shape of the surface it protects, whether it be a portion of a single turn, a single turn, several turns, several portions of a single turn, or several portions of several turns. In the example shown in Figure 2A, the damping device 20 is positioned to partially enclose the end 10a of the suspension element 2. It therefore partially protects the turn located at this end 10a.

[0077] More specifically, as shown in Figure 2B, which presents a cross-sectional view of end 10a of the suspension element 2, along plane P1 of Figure 2A, the damping device 20 includes a zone Z1 on its internal surface that is in direct contact with said portion. Since the outer section of end 10a is circular, zone Z1 is also circular.

[0078] Of course, the internal surface of the damping device, and more particularly its Z1 zone, can have different shapes, for example an ovoid, rectangular, square, or conical shape, for example.

[0079] As shown in Figure 2B, zone Z1 is bonded to the portion of the end coil 10a, creating a chemical bond 30 through the application of an adhesive (e.g., glue) or a compatible coating. Similarly, as illustrated in Figure 2C, zone Z1 is bonded between two coil portions or at strategic points along the suspension element. This configuration is known as a "buffer."

[0080] The chemical bond 30 is not sufficient in itself to guarantee an effective and durable fixing between the suspension element 2 and the damping device 20. Indeed, under these conditions, the damping device 20 could detach or slip, leaving the suspension element 2 exposed to severe conditions, which will lead to its rapid degradation.

[0081] Moreover, such a chemical bond 30 can further cause parasitic movements of the damping device 20, exposing its edges to accelerated mechanical wear or permanent deformations, and can cause internal shearing in the material of the damping device 20 if it momentarily slips relative to the suspension element 2 under dynamic loads, which could lead to breakage.

[0082] Thus, the invention proposes a more efficient and more durable connection solution between the damping device 20 and the suspension element 2, which is free, at least in part, from the disadvantages inherent in known attempts to create such a connection.

[0083] To this end, it is proposed that the zone Z1, which is in the form of a hollow designed to accommodate at least partially at least a portion of the suspension element 2, 3, has two lateral extensions 80 and 81 extending on either side of the damping device 20, as illustrated in Figure 3A.

[0084] In this context, the term "lateral" refers to the position of extensions 80 and 81 relative to the hollow and the suspension element. Lateral extensions 80 and 81 are located on either side of the hollow, specifically on the left and right edges of the damping device. They are therefore oriented perpendicularly to the main axis of the hollow and the suspension element, acting as extensions on either side of the hollow. These extensions are thus not positioned above or below the suspension element, but rather on its sides, thereby protecting and / or supporting the portion of the suspension element.

[0085] In this same Figure 3A, optional chemical bonding means 60 are used to deposit a chemical adhesive onto each of the lateral extensions 80 and 81. For example, among these chemical bonding means, one might mention a sprayer or nozzle projecting the chemical adhesive onto the lateral extensions 80 and 81, or rollers coated with adhesives which transfer the chemical substance when they come into contact with the surfaces of the extensions, or a brush or pad soaked in adhesive applied manually or automatically to said extensions 80 and 81.

[0086] Such lateral extensions 80 and 81, with or without adhesive, and with or without an insert, improve the connection between the damping device 20 and the suspension element 2 (or 3) by strengthening their mechanical adhesion and increasing the effective contact area. As explained above, these lateral extensions 80 and 81 create physical anchors between the two components, which act as fixing points preventing any relative movement.

[0087] Indeed, these anchors are particularly effective at limiting deformations and delamination induced by thermal and / or mechanical cycles, thanks to their improved tolerance to differential expansion and contraction of materials. They maintain a functional bond even under demanding environmental conditions, such as condensation, humidity, exposure to corrosive chemicals, or the presence of pollutants that may include abrasive particles like Arizona sand or basaltic gravel, which can infiltrate the interfaces. Thus, unlike purely chemical bonds, which are sensitive to these factors, mechanical anchors ensure lasting stability. Furthermore, this configuration minimizes relative movement between surfaces, guaranteeing a robust hold even in the presence of intense vibrations or significant dynamic loads.

[0088] To this end, and as illustrated in Figure 3B, when the portion of the suspension element 2 is inserted into the recess Z1 formed between the lateral extensions 80 and 81, a compression movement by insertion of this portion, referenced by arrow 82, generates a pressure directed towards the recess Z1. This pressure causes an elastic deformation of the lateral extensions 80 and 81, which temporarily move apart due to their flexibility. Once the portion of the suspension element 2 is positioned in the recess Z1, the lateral extensions 80 and 81 return to their initial configuration by exerting an inward elastic restoring force, this force being symbolized by arrows 83 and 84. This thus maintains the portion of the suspension element in position.

[0089] Unlike the Z1 hollow, such lateral extensions 80 and 81 (with or without adhesive, with or without insert) are outside compression zones and therefore undergo less dynamic stress, which allows them to fulfill their role of sealing and protection against all types of pollution.

[0090] Thus, as explained above, adhesion is primarily mechanical. It can therefore be achieved without the use of adhesive, as can be seen in Figure 4A; mechanical adhesion can therefore be optionally supplemented by chemical adhesion 30.

[0091] The chemical adhesion 30 can be achieved according to several embodiments of the invention. By way of example, Figure 3B explained above illustrates a first configuration of the chemical adhesion 30 which is localized on specific areas, here the lateral extensions 80 and 81.

[0092] A second configuration is illustrated in Figure 4B in which the chemical adhesion 30 is extended to the entire surface of the hollow Z1 as well as to the lateral extensions 80 and 81.

[0093] A third configuration is illustrated in Figure 4C, only the lateral extension 80 is chemically bonded to said portion of the suspension element 2. In this same example, the lateral extension 80 is also longer than the other lateral extension 81, so as to cover a larger surface of said suspension element.

[0094] Thus, the damping device 20 described here is designed to offer, in addition to optimal mechanical support, a sealing protection, whether or not it has chemical adhesion. This protection aims to prevent the intrusion of small debris (such as dust, sand, or other contaminants) into the junction between the portion of the suspension element to be covered and zone Z1 of the damping device 20.

[0095] 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, the damping device 20 can be in the form of a bearing, as illustrated in Figure 5, which at least partially covers a stabilizer bar. 90 for vehicle. We remind you that a bearing, a device known to those in the trade, has the function of allowing the stabilizer bar to be fixed to the vehicle chassis while providing some damping.

[0096] More particularly, as illustrated in Figure 6A, which is a cross-sectional view along plane P2 of Figure 5, the internal surface of the damping device 20 - and therefore of the bearing - also includes here a zone Z1 - in the form of a hollow - which is intended to be in direct contact with at least a portion of the stabilizer bar 90. As illustrated, the zone Z1 is a hollow having the said lateral extensions 80 and 81 as described above with their different embodiments.

[0097] For example, in this same figure 6A, the optional chemical bonding means 60 can also be used to deposit a chemical adhesive on each of the lateral extensions 80 and 81.

[0098] Such lateral extensions 80 and 81 of the bearing, with or without adhesive, and with or without an insert 86, improve the connection between the damping device 20 (the bearing) and the suspension element (the stabilizer bar 90), by strengthening their mechanical adhesion and increasing the effective contact area. As explained above, these lateral extensions 80 and 81 create physical anchors between the two components, which act as fixing points preventing any relative movement.

[0099] To this end, and as illustrated in Figure 6B, which is a cross-sectional view along plane P2 of Figure 5, when the portion of the stabilizer bar 90 is inserted into the recess Z1 formed between the lateral extensions 80 and 81, a compression movement by insertion of this portion, referenced by arrow 82, generates a pressure directed towards the recess Z1. This pressure causes an elastic deformation of the lateral extensions 80 and 81, which temporarily move apart due to their flexibility. Once the portion of the stabilizer bar 90 is positioned in the recess Z1, the lateral extensions 80 and 81 return to their initial configuration by exerting an inward elastic restoring force, this force being symbolized by arrows 83 and 84. This thus maintains the portion of the suspension element in position.

[0100] Obviously, just as when the suspension element is a spring, the lateral bearing extensions 80 and 81 (with or without adhesive, with or without insert) are outside compression zones and therefore undergo less dynamic stress, which allows them to fulfill their role of sealing and protecting against all types of pollution.

[0101] Furthermore, individual features of the various embodiments illustrated / mentioned can be combined in additional embodiments. Therefore, the description and drawings should be considered illustrative rather than restrictive.

[0102] 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. Damping device (20) for a suspension element (2; 3) having at least one coat of paint, the damping device (20) having a recess (Z1) designed to accommodate at least partially at least a portion of said suspension element (2; 3), the damping device (20) being characterized in that it has two lateral extensions (80; 81) extending on either side of the damping device (20) and each designed to cover at least partially the surface of said portion of said suspension element (2; 3) which is outside the recess (Z1).

2. Damping device (20) according to claim 1, the suspension element (2; 3) being made of elastic material and having a plurality of coils, such as a spring, the device (20) is configured so that its two lateral extensions (80; 81) each at least partially cover the surface of at least a portion of at least one of said coils.

3. Damping device (20) according to claim 2, wherein said two lateral extensions (80; 81) are configured to at least partially cover said at least one of the coils which is intended to be subjected: - to friction where the coefficient of friction exceeds a predetermined threshold value; and / or - to greater friction than that exerted on the other turns of the suspension element; and / or - to contact pressures or bending stresses greater than those supported by the other turns of the suspension element; and / or - to fatigue phenomena induced by repeated axial displacements; and / or - to a circular or radial slide.

4. Damping device (20) according to claim 2 or 3, wherein said two lateral extensions (80; 81) are configured to at least partially cover said at least one of the coils which forms one of the ends (10a; 10b) of the suspension element or to at least partially cover the body (10) of the suspension element (2; 3).

5. Damping device (20) according to any one of the preceding claims, wherein one of the two lateral extensions (80; 81) is longer than the other so as to cover a larger area of ​​said suspension element (2; 3).

6. Damping device (20) according to any one of the preceding claims, wherein at least one of said lateral extensions (80; 81), preferably both lateral extensions, is at least partially chemically bonded, preferably totally chemically bonded, to the surface of said suspension element which it is configured to cover.

7. Damping device (20) according to any one of the preceding claims, wherein the hollow (Z1) is at least partially chemically bonded, preferably totally chemically bonded, over its entire surface intended to partially accommodate said suspension element (2; 3).

8. Damping device (20) according to any one of the preceding claims, having an ovoid, or circular, or rectangular, or square, or conical shape.

9. Suspension assembly comprising a suspension element (2; 3) having at least one coat of paint, and comprising a damping device (20) according to any one of the preceding claims, the two lateral extensions (80; 81) of which extend on either side and other than the damping device and are each designed to cover at least partially the surface of said portion of said suspension element (2; 3) which is outside the hollow (Z1), so as to conform to the shape of said portion.

10. Suspension assembly according to claim 9, wherein the suspension element (2; 3) is provided with a plurality of turns, and wherein the shape of at least a portion of at least one of the turns of the suspension element is either ground, or ovoid, or circular, or rectangular, or square, or conical.

11. Stabilizer assembly (1) for vehicle, comprising at least two suspension assemblies according to any one of claims 9 and 10, and comprising a stabilizer bar, connecting said at least two suspension elements.

12. Vehicle comprising a stabilizer assembly (1) according to claim 11.

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