The disclosure relates to a wheel link for receiving a bearing in a vehicle that comprises a single-piece wheel link body having a first wheel link end, a second wheel link end, and a connecting section that connects the first wheel link end and the second wheel link end. The single-piece wheel link body extends along a wheel link longitudinal axis. A sleeve-shaped eyelet is formed in the first wheel link end. And the first wheel link end is bulged to form a bearing sleeve for the bearing, increasing a diameter of the sleeve-shaped eyelet and a length of the eyelet transversely with respect to the wheel link longitudinal axis beyond the dimensions of the connecting section.

A bar pin bushing assembly including a bar pin having at least one end with at least one bore to receive a fastener, the at least one bore extending through the at least one end, the bar pin having a central portion having a diameter that is greater than a width or diameter of the at least one end of the bar pin, a compressible rubber section positioned around the central portion of the bar pin, the compressible rubber section further extending around downwardly tapering surfaces adjacent the central portion of the bar pin, an outer metal shell mold bonded to the compressible rubber section, a first disc insert positioned over a first end of the outer metal shell, a second disc insert positioned over a second end of the outer metal shell, and a tubular outer metal wall positioned over the outer metal shell, the first disc insert, and the second disc insert.

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.

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 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 press-formed product includes a main body part having a first end part and a second end part respectively on both ends, and a protruded part that protrudes outward of bending from a bent part of the main body part. On a surface of the top plate part of the main body part, a groove part is provided in a domain on the first end part side from a root of the protruded part. A first vertical wall part extending from the first end part of the main body part to the protruded part has a corner part connecting the main body part and the protruded part. An angle that is formed by a part which is on the main body part side from the corner part and a part which is on the protruded part side from the corner part is an acute angle.

A method of manufacturing a hollow stabilizer includes a forming step of subjecting an element pipe to a bending process, to form a product shape including bent portions, and a quenching step of quenching the element pipe subjected to the bending process. In the quenching step, a cooling process is performed by immersing the element pipe made of steel in coolant and by spraying the coolant to an outer surface of the bent portion.

To provide a suspension arm (1), in which a flange switching portion (100) where an outward flange (90) and a second inward flange (82) are switched with each other is provided between the second inward flange (82) extending at least between an inner wall (53) of a second vehicle-body attachment portion (A2) and a concave wall portion (81), and the outward flange (90) extending over the concave wall portion (81) of a third vertical wall (80) and a rear wall (42) of a first vehicle-body attachment portion (A1), corresponding to a portion where a lower end of the concave wall portion (81) is suspended downward without folding the lower end of the concave wall portion (81).

The invention concerns a multipiece spring link (100) for a wheel suspension of a vehicle, with: a first profiled side piece (101), forming a first side leg of the multipiece spring link (100), wherein the first profiled side piece (101) has a first bulge (105); a second profiled side piece (103), forming a second side leg of the multipiece spring link (100), wherein the second profiled side piece (103) has a second bulge (107); and wherein the first bulge (105) and the second bulge (107) are arranged one opposite the other and together form a spring receiving region (108) for the receiving of a spring.

A stabilizer having a tubular shape is provided so as to extend in a widthwise direction of a vehicle and coupled to a suspension arm at opposite end portions of the stabilizer. Each of the opposite end portions includes: a first large-diameter bar portion having an outside diameter greater than an outside diameter of an intermediate portion of the stabilizer; and a second large-diameter bar portion having an outside diameter greater than the outside diameter of the first large-diameter bar portion and having a wall thickness greater than a wall thickness of the intermediate portion.