Abstract: The present invention relates to a tubular anti-roll bar for a vehicle chassis, produced from a metal tubular body, comprising a torsion spring portion, two limbs bent off from the torsion spring portion and a bending portion, arranged between the torsion spring portion and the respective bent limb and having an inside bending radius (IB) and an outside bending radius (OB), wherein the tubular anti-roll bar has a structure with grains with a grain size distribution and an average grain size, wherein the structure has a ratio between the average grain size in the bending portion of the inside bending radius (IB) in relation to the average grain size in the torsion spring portion in the range of 73% to 77%.

Abstract: A spring assembly for a vehicle chassis may include a spring that features a coating, a spring support, and an intermediate layer. The intermediate layer can be arranged between the spring and the spring support. The intermediate layer may be at least materially connected to the spring, in particular to the coating on a side facing the spring. The intermediate layer lies entirely or partially against the spring support on a side facing away from the spring and is connected to the spring support by a connection other than a material connection.

Abstract: An electrically conductive component, which can be used in motor vehicles, may include a surface having a layered covering. The layered covering may be a melted and cured product of coating with a powder composition. Further, the layered covering may have a layer thickness of greater than 150 ?m, and the layered covering may be a single-layer covering. The layered covering may also include a pore-like layer structure. The pore-like layer structure of the layered covering may be responsible for an at-least-15% reduction in density of the layered covering relative to a density of the layered covering without the pore-like layer structure.

Abstract: A stabilizer clamp for a vehicle stabilizer may include an inner region for receiving a vehicle stabilizer and at least two at least partially opposite end regions for closing the stabilizer clamp. A first of the at least two at least partially opposite end regions may have a connecting element, and a second of the at least two at least partially opposite end regions may have a connecting element receptacle for producing at least a form-fitting connection between the connecting element and the connecting element receptacle. The connecting element may be at least one rivet, and the at least one connecting element receptacle is at least one rivet hole, and the form-fitting connection that is produced is at least a riveted connection.

Abstract: A stabilizer adhesive bearing for a vehicle stabilizer may comprise an annular sleeve having a resilient inner contour for coaxial arrangement on the vehicle stabilizer. The resilient inner contour of the annular sleeve may comprise on a side facing the vehicle stabilizer a three-dimensionally structured surface with an adhesive receiving volume. The three-dimensionally structured surface has a maximum roughness depth (Rmax) greater than 45 ?m and a core roughness depth (RK) of at least 65% relative to the maximum roughness depth (Rmax) of the three-dimensionally structured surface. The maximum roughness depth (Rmax) is a total of the reduced tip height (Rpk), the core roughness depth (RK), and the reduced groove depth (Rvk). Further, the reduced tip height (Rpk), the reduced groove depth (Rvk), and the core roughness depth (RK) may be determined in accordance with EN ISO 13565-2: December 1997.

Abstract: A torsion spring may be configured as a torsion bar or a helical spring made of a spring wire made of fiber-composite material. The torsion spring may have a plurality of layers of fiber reinforcement that have been saturated with a matrix material, wherein the layers may have fibers that are tension-loaded and fibers that are compression-loaded. The at least one compression-loaded group may have a lower group stiffness than the tension-loaded group with the highest group stiffness. Methods for designing or making torsion springs made of fiber-composite material are also disclosed.

Abstract: A stabilizer adhesive bearing for a vehicle stabilizer may comprise an annular sleeve having a resilient inner contour for coaxial arrangement on the vehicle stabilizer. The resilient inner contour of the annular sleeve may comprise on a side facing the vehicle stabilizer a three-dimensionally structured surface with an adhesive receiving volume. The three-dimensionally structured surface has a maximum roughness depth (Rmax) greater than 45 ?m and a core roughness depth (RK) of at least 65% relative to the maximum roughness depth (Rmax) of the three-dimensionally structured surface. The maximum roughness depth (Rmax) is a total of the reduced tip height (Rpk) and the reduced groove depth (Rvk). Further, the reduced tip height (Rpk), the reduced groove depth (Rvk), and the core roughness depth (RK) may be determined in accordance with EN ISO 13565-2: December 1997.

Abstract: A process for producing a spring or torsion bar from a steel wire by hot forming may involve providing a steel wire; thermomechanically forming the steel wire; cooling the steel wire thermomechanically; cutting the steel wire to length to give rods; heating the rods; hot forming the rods; and tempering the rods to give a spring or torsion bar, comprising quenching the rods to give a spring or torsion bar to a first cooling temperature, reheating the spring or torsion bar to a first annealing temperature, and cooling the spring or rod to a second cooling temperature. Further, in some examples, the cooling of the steel wire may be cooled to a temperature below a minimum recrystallization temperature such that at least a partly ferritic-pearlitic structure is established in the steel wire.

Abstract: A suspension spring unit can be positioned between a vehicle body and a wheel support. The suspension spring unit may form a constituent part of the vehicle chassis, configured with spring bodies made from a fiber composite material. At least two ring bodies arranged in series may be made from a fiber composite material and may have a respectively closed contour. The two ring bodies may be connected to one another via at least one connecting element.

Abstract: The invention relates to a method and a device for infiltrating a fiber preform of a component of fiber composite material with a matrix material. On the method side, it is proposed that an elastic coating (3) is applied onto the fiber preform (1, 23, 37), wherein the elastic coating (3) is widened to form a gap space (22) between the fiber preform (1) and the coating (3). The matrix material (21) is then fed into the gap space (22) and the elastic coating (3) is subsequently pressed against the fiber preform (1, 23, 37). On the device side, it is claimed that an elastic coating (3) is arranged on the fiber preform (1, 23, 37) and means are provided, which are in operative connection with the elastic coating (3), by which the coating (3) can be widened while forming a gap space (22) between the fiber preform (1, 23, 37) and the coating (3). A matrix material (21) can be fed into the gap space (22) and the coating (3) can be pressed against the fiber preform (1, 23, 37).

Abstract: A torsion spring may be formed as a bar spring or helical spring comprising a spring wire of fiber composite material. In some examples, the torsion spring comprises a number of layers of fiber reinforcement, which are impregnated with a matrix material. The layers may comprise tensile-loaded fibers and compression-loaded fibers. Groups of layers of the same loading direction may exist and, seen from an inside to an outside, the group stiffness of at least two groups may differ. Likewise, methods for making such torsion springs of fiber composite material are disclosed.

Abstract: An electrically conductive component, which can be used in motor vehicles, may include a surface having a layered covering. The layered covering may be a melted and cured product of coating with a powder composition. Further, the layered covering may have a layer thickness of greater than 150 ?m, and the layered covering may be a single-layer covering. The layered covering may also include a pore-like layer structure. The pore-like layer structure of the layered covering may be responsible for an at-least-15% reduction in density of the layered covering relative to a density of the layered covering without the pore-like layer structure.

Abstract: A suspension spring unit for a vehicle chassis can be positioned between a vehicle body and a wheel carrier. In some examples, the suspension spring unit may comprise at least four fiber composite leaf springs. The leaf springs may have a flat extent between two spring ends and may be connected to each other in pairs at a distance from each other. End connecting elements disposed over the spring ends may receive the spring ends so as to form at least two leaf spring pairs arranged in series. The leaf spring pairs may be connected to each other by central connecting elements via central regions between the spring ends of the leaf springs.

Abstract: A tubular spring, such as a coil spring, a torsion-rod spring, and/or a stabilizer for a motor vehicle, may include at least one metal tube element having a tube internal cross section, a tube internal diameter, a tube external diameter, a tube internal wall, and a tube wall thickness. At least one metal foam may be disposed in the tube internal cross section of the at least one metal tube element of the tubular spring in at least one part-region. In particular, the metal foam may be connected in an at least partially materially integral manner to the tube internal wall of the metal tube element. The at least one metal tube element may have an at least partially martensitic structure.

Abstract: A tubular spring, such as a coil spring, a torsion-rod spring, and/or a stabilizer for motor vehicles, may comprise at least one metal tube element having a tube internal cross section, a tube internal diameter, a tube external diameter, a tube internal wall, and a tube wall thickness. At least one metal foam may be disposed in the tube internal cross section of the at least one metal tube element of the tubular spring in at least one part-region. The metal foam may be connected in an at least partially materially integral manner to the tube internal wall of the metal tube element. Further, the at least one metal tube element may have an at least partially martensitic structure.

Abstract: A bearing element for receiving a stabilizer on a vehicle may include a first elastomer body and a second elastomer body that are of half-shell-shaped design and that are arranged on one another so as to form a receiving passage. The receiving passage may receive a stabilizer rod of the stabilizer. The first and second elastomer bodies can be pressed onto and cohesively attached to the stabilizer rod of the stabilizer such that the stabilizer rod extends through the receiving passage. Further, the inner contour of the receiving passage may be configured so as to deviate from a circular contour.

Abstract: A process for producing a spring and/or torsion bar from a steel wire by cold forming may involve providing a steel wire; thermomechanically forming the steel wire above a minimum recrystallization temperature of the steel wire; cooling the steel wire; tempering the steel wire, which may involve heating, quenching, reheating, and cooling the steel wire; cold forming the steel wire at a cold forming temperature, the cold forming temperature being a temperature below the minimum recrystallization temperature of the steel wire; and separating the steel wire. With respect to the cooling of the steel wire, the steel wire may be cooled to a temperature below the minimum recrystallization temperature such that at least a partly ferritic-pearlitic structure is formed in the steel wire.

Abstract: A process for producing a spring or torsion bar from a steel wire by hot forming may involve providing a steel wire; thermomechanically forming the steel wire; cooling the steel wire thermomechanically; cutting the steel wire to length to give rods; heating the rods; hot forming the rods; and tempering the rods to give a spring or torsion bar, comprising quenching the rods to give a spring or torsion bar to a first cooling temperature, reheating the spring or torsion bar to a first annealing temperature, and cooling the spring or rod to a second cooling temperature. Further, in some examples, the cooling of the steel wire may be cooled to a temperature below a minimum recrystallization temperature such that at least a partly ferritic-pearlitic structure is established in the steel wire.

Abstract: A torsion spring may be configured as a torsion bar or a helical spring made of a spring wire made of fiber-composite material. The torsion spring may have a plurality of layers of fiber reinforcement that have been saturated with a matrix material, wherein the layers may have fibers that are tension-loaded and fibers that are compression-loaded. The at least one compression-loaded group may have a lower group stiffness than the tension-loaded group with the highest group stiffness. Methods for designing or making torsion springs made of fiber-composite material are also disclosed.

Abstract: A torsion spring may be formed as a bar spring or helical spring comprising a spring wire of fiber composite material. In some examples, the torsion spring comprises a number of layers of fiber reinforcement, which are impregnated with a matrix material. The layers may comprise tensile-loaded fibers and compression-loaded fibers. Groups of layers of the same loading direction may exist and, seen from an inside to an outside, the group stiffness of at least two groups may differ. Likewise, methods for making such torsion springs of fiber composite material are disclosed.