Rear lower control arm (5) for a motor vehicle including a top part (5t) and a bottom part (5b) defining together a hollow volume (5h), the top and bottom parts (5t, 5b) each including respectively a top and bottom first hole (17t, 17b) and a top and bottom second hole (19t, 19b), wherein the top and bottom parts (5t, 5b) are joined together by securing together at least part of said top and bottom horizontal surface outer peripheries (5tho, 5bho), at least part of the top and bottom first hole side walls outer peripheries (17tso, 17bso), at least part of said top and bottom second hole side walls outer peripheries (19tso, 19bso).

An automobile undercarriage part of the present invention has a welded joint formed by base steel plate, wherein the chemical composition of a weld metal contains, with respect to a total mass of the weld metal, by mass %, C: 0.02% to 0.30%, Si: 0.10% to less than 1.0%, Mn: 1.2% to 3.0%, Al: 0.002% to 0.30%, Ti: 0.005% to 0.30%, P: more than 0% to 0.015%, and S: more than 0% to 0.030%, the following formula (1A), formula (1B), formula (2), and formula (3) are satisfied, and slag in a toe portion of the fillet weld satisfies a formula (4).

[Al]+[Ti]>0.05  Formula (1A)

[Ti]/[Al]>0.9  Formula(1B)

7×[Si]+7×[Mn]−112×[Ti]−30×[Al]≤12  Formula (2)

2.0<[Si]+[Mn]  Formula (3)

[Ti content on slag surface]>[Si content on slag surface]  Formula (4).

A method for manufacturing a connection and/or transmission mechanical part disposed between two structures, which consists in carrying out the following successive operations: making a rigid framework, through operations of shaping at least one rod or the like, in order to replicate the volume shapes of the part and create, at determined locations, segments with shapes suited to optimise the strength and the rigidity of the part, incorporating into the framework at least one element suited to make an interface of the part with either one of the structures, moulding a plastic matrix around the framework.

A chassis link has a link body, a ball joint socket being arranged at one link end of the link body. The ball joint socket has a cylindrical portion and an outwardly directed flange which is formed from the same material as and in one piece with the cylindrical portion. The ball joint socket is joined by way of the flange to a first web of the link body. A second lower web of the link body is joined to the cylindrical portion.

A subframe assembly for a vehicle, including: a straight arm; and a side bracket including a base coupled to an outboard side of the straight arm; wherein the outboard side of the straight arm defines a recess; and wherein an inboard side of the base of the side bracket includes a protrusion that nests conformally within the recess defined by the outboard side of the straight arm. Top and bottom edges of the outboard side of the straight arm, the recess, the inboard side of the base of the side bracket, and the protrusion are chamfered. The chamfered portions of the top and bottom edges of the outboard side of the straight arm, the recess, the inboard side of the base of the side bracket, and the protrusion are welded to join the side bracket to the outboard side of the straight arm.

A manufacturing method of a member according to an aspect of the present invention is a manufacturing method of a member including a specific three-dimensional tubular portion, the manufacturing method including: a U-forming step of performing U-forming on metal material sheet using a U-forming die and punch including a U-forming punch to manufacture a U-formed article having a recessed cross-sectional shape; and an O-forming step of causing side end portions of the U-formed article to abut each other by an O-forming die to form abutting portions, in which a forming condition ratio a=Du/Do is set to 0.85 to 0.95.

A subframe assembly for a vehicle and a method for manufacturing the same is disclosed. The subframe assembly includes a crossmember, a straight arm, and a side bracket. The crossmember includes an end bracket disposed at an end thereof. The straight arm is received into and metallurgically bonded to the end bracket of the crossmember. The side bracket includes a base, and a rear bracket arm. The base is metallurgically bonded to a side of the straight arm adjacent to the end of the crossmember. The rear bracket arm extends from an end of the base and defines a hole adapted to receive a screw or pin for connecting a control arm of a wheel suspension to the subframe assembly. The rear bracket arm is at least partially received into and metallurgically bonded to the end bracket of the crossmember.

A twist beam for a suspension of a motor vehicle comprises a body-side inner part having a bearing-receiving section for receiving a body-side bearing, and a wheel carrier-side outer part having a bearing-receiving section for receiving a wheel carrier-side bearing, the outer part and the inner part being separate components which are made of different materials and are firmly connected to each other.

A chassis control arm for a wheel suspension has a control arm body, a spring abutment and an actuator which is arranged between the control arm body and the spring abutment and with which the position of the spring abutment relative to the control arm body can be adjusted. The actuator comprises a lifting gear which is configured as a movement thread and which includes a lifting spindle on which the spring abutment is arranged or on which the spring abutment is axially movably mounted.

The present invention provides a method for manufacturing a torsion beam, the method comprising: a planarization step, in which a protruding portion of an upper mold presses the opposite end portions in the width direction of the blank to be plastically deformed to be flat while the opposite end portions in the width direction of the blank are supported by a side cam to face each other; a welding and bonding step for bonding the planarized opposite end portions in the width direction of the blank via welding; and a quenching step for heating the welded and bonded blank within a range of 900 to 970° C. for a retaining time within a range of 1 to 20 minutes and for cooling down the blank in a treatment liquid including at least one of water and oil in a range of 20 to 90° C.