A stabilizer bar for a chassis of a motor vehicle comprises a torsion spring portion and two arms bent away from the torsion spring portion; wherein the arms each comprise a formed end portion with a through-opening and a tubular portion, wherein the torsion spring portion comprises a hardened structure with a strength of at least 1000 MPa; and wherein the formed end portions comprise a hardened structure with a strength of at least 800 MPa. A process of producing a corresponding stabilizer is further disclosed.

A control arm for the rear wheel suspension of a car where the control arm includes a cup-shaped spring mount with branches projecting from the spring seat. The branches may be designed as closed channels or U-shaped channels. In the upper part of the control arm there are flanges projecting from each side thereof. The flanges include a reinforced area around the spring seat. The cup-shaped spring seat is reinforces with wedges on the inside thereof. The spring seat and branches form a stiff frame structure. Also described is a method for manufacturing the control arm by forging.

A hollow stabilizer (1) according to the invention is formed in a hollow shape and includes a bent portion (1c1, 1c2, m1-m5). With a thickness of an inner side of the bent portion (1c1, 1c2, m1-m5) being larger than a thickness of an outer side of the bent portion (1c1, 1c2, m1-m5), a hardness of the outer side of the bent portion (1c1, 1c2, m1-m5) is higher than a hardness of the inner side of the bent portion (1c1, 1c2, m1-m5) through quenching by cooling down after heating by electrical heating.

A steel, having a high corrosion resistance and low-temperature toughness, for a vehicle suspension spring part, the steel includes 0.21 to 0.35% by mass of C, more than 0.6% by mass but 1.5% by mass or less of Si, 1 to 3% by mass of Mn, 0.3 to 0.8% by mass of Cr, 0.005 to 0.080% by mass of sol. Al, 0.005 to 0.060% by mass of Ti, 0.005 to 0.060% by mass of Nb, not more than 150 ppm of N, not more than 0.035% by mass of P, not more than 0.035% by mass of S, 0.01 to 1.00% by mass of Cu, and 0.01 to 1.00% by mass of Ni, the balance being Fe and unavoidable impurities, with Ti+Nb0.07% by mass, wherein crystal grains of the steel after hardening have a prior austenite grain size number of 7.5 to 10.5, and the steel having a tensile strength of not less than 1,300 MPa.

This disclosure relates to methods for obtaining a suspension arm for automotive vehicles, wherein certain embodiments comprise obtaining two identical parts to form a body, where each part is obtained by means of: a) cutting a metal or composite sheet forming a base plane, such that a central segment and two ends are defined, b) drawing at least one hole in each end, c) stamping each part forming in its central segment two flanges consisting of a first flange and a second flange located on opposite sides of the central segment and oriented perpendicular to the base plane, where said flanges have an asymmetrical arrangement with respect to a midplane passing through the geometric centers of the holes of the two ends and is perpendicular to the base plane, the second flange being separated from the midplane a distance equal to the separation of the first flange from the midplane plus a distance at least equal to the value of the thickness of the sheet or plate.

A fabricated torque arm for use in a vehicle suspension, including a rod having a solid rectangular cross-section, the rod having a first end and an oppositely disposed second end, a first bushing hub, and wherein the rod is only a single piece cut from a metal plate or sheet, wherein the first bushing hub comprises cut tubing, wherein the first end of the rod has a radius that conforms to an outer surface of the first bushing hub, and wherein the first end of the rod is welded to the outer surface of the first bushing hub.

Stepwise bending in the method for manufacturing a vehicle suspension arm includes a first bending step and a second bending step. In the first bending step, preliminary bending is performed while holding a portion that composes a base portion of a body portion and a portion that composes first coupling portions in a workpiece W by a punch (first punch). In the second bending step, while holding of the portion that composes the first coupling portions by the first punch is released subsequently to the first bending step, bending is performed along a fold given by the first bending step while holding the portion that composes the base portion of the body portion by a punch (second punch).

According to an embodiment, a manufacturing method of a stabilizer includes performing a bend processing on a workpiece having a bar shape to form a curved portion in the workpiece, providing a conductor, which is electrically floating, to face an outer circumferential surface of a bend in the curved portion, attaching a pair of terminals connected to a power source, which is capable of supplying an alternating current, to the workpiece, and heating the workpiece by applying the alternating current to the workpiece via the pair of terminals.

A suspension link for motor vehicles includes an elongated base body with a connection at each of two ends. The base body is formed as a one-piece hollow profile by extrusion and subsequently bent into a curved shape. The cross-section may be rectangular and constant along at least part of the length, and the link may consist of aluminum or an aluminum alloy. A method of manufacturing the suspension link includes producing a blank by extrusion with the base body and connections in raw form, and bending the blank into a curved shape. The method may further include forming at least one connection during or after extrusion, machining the connections after bending, and subjecting the blank to heat treatment. The extrusion may be carried out as cold or forward extrusion.