Thyssenkrupp Federn Und Stabilisatoren Gmbh

Thyssen Krupp Ag

Thyssenkrupp Federo Und Stabilisatoren Gmbh

Dieter Lechner

Marcel Gross

Jörg Ditzel

Gerhard Scharr

Joerg Ditzel

Valeri Becker

Artur Kerbs

Frank Schneider

Daniel Schüssler

Pashalis Simos

Kerstin Hymon

Sebastian Bernard

Marcel Groß

Angel Chong

Daniel Schuessler

Heinz-Georg Gabor

Marco Roland

Dieter Brier

Timo Straka

Daniel SCHÜSSLER

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 &#x3bc;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.

Coated spring

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 (R) greater than 45 &#x3bc;m and a core roughness depth (R) of at least 65% relative to the maximum roughness depth (R) of the three-dimensionally structured surface. The maximum roughness depth (R) is a total of the reduced tip height (R), the core roughness depth (R), and the reduced groove depth (R). Further, the reduced tip height (R), the reduced groove depth (R), and the core roughness depth (R) may be determined in accordance with EN ISO 13565-2: December 1997.

Stabilizer bar adhesive mount for a vehicle stabilizer bar, vehicle stabilizer bar having a stabilizer bar adhesive mount, and method for forming a stabilizer bar adhesive mount on a vehicle stabilizer bar

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.

Bearing element and method for producing a stabilizer of a vehicle

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.

Method for producing hot-formed steel springs

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.

Suspension spring unit for a vehicle chassis

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.

Suspension-spring unit for a vehicle chassis

A bearing arrangement and a method for forming a bearing arrangement for a spring, in particular for a spring of a vehicle chassis, having at least one spring insert in which at least part of a spring coil of the spring is accommodated. The spring insert is an elastomer and is flexible. The spring insert is configured to be movable with a moving of the spring coil. An adhesive is introduced between the spring and the spring insert, with the result that the connection of the spring insert to the spring has a bonded connection.

Bearing arrangement for a spring of a vehicle chassis

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Düsseldorf, Germany

Dieter Lechner