Handlebars and methods for manufacturing handlebars

Abstract

Handlebar (1) made of an aluminum extrusion profile (31) with a first end section (2), a second end section (3) and a connecting middle section (4) with a base (5), two longitudinally spaced side walls (6, 7) angled perpendicularly thereto and having a height H, and flanges (8, 9) angled substantially perpendicularly from the side walls (6, 7) at their free ends, wherein the first end section (2) has a first connection area (10), the second end section (3) has a second connection area (11), and the middle section (4) has at least a third connection area (12), wherein the side walls (6, 7) have the same distance A in the first connection area (10) and in the at least one third connection area (12), and the side walls (6, 7) have a larger distance B in the second connection area (11), and in the second end section (3) the flanges (8, 9)9) are present and the side walls (6, 7) are widened in the second end section (3).

Description

[0001] The invention relates to a handlebar made of an aluminum extrusion profile with the features of claim 1 and to a method for manufacturing a handlebar made of an aluminum extrusion profile with the features of claim 15.

[0002] To absorb forces acting on a vehicle wheel, wheel suspensions in motor vehicles are equipped with springs and dampers, which are often combined into a spring-damper unit. These components are either attached directly to the wheel carrier or to a specially designed control arm. Such control arms connect the wheel carrier to an axle carrier or the vehicle body and are pivotally mounted there at their respective ends.

[0003] It is known from the prior art to manufacture such control arms from steel or aluminum sheets. For example, DE 197 37 715 A1 discloses a control arm with a coil spring in the center of which a damper is arranged.

[0004] When using steel and aluminum sheets, the production of vehicle control arms is complex due to the necessary forming processes; furthermore, the design possibilities for a slim and space-saving design are limited. Steel sheet metal control arms also have the disadvantage of being heavy.

[0005] The object of the present invention is to propose a weight-saving, space-optimized, yet variably designed handlebar, as well as a method for its manufacture. The material part of the problem is solved by a handlebar with the features of claim 1. The process-related part of the problem is solved by a method for manufacturing a handlebar with the features of claim 15. Specific embodiments of the invention are the subject of the respective dependent claims.

[0006] The invention relates to a handlebar made of an aluminum extrusion profile with a first end section, a second end section and a central section connecting them, with a base, and two longitudinally spaced side walls angled substantially perpendicular to it, with a height H and flanges angled substantially perpendicularly from the side walls at their free ends, wherein the first end section has a first connection area, the second end section has a second connection area, and the middle section has at least a third connection area, wherein the side walls are equidistant in the first connection area and in the at least one third connection area A exhibiting a larger distance between the side walls in the second connection area. B exhibit.

[0007] A handlebar according to the invention preferably consists of an aluminum alloy of the 6000 or 7000 series. In particular, an aluminum material with the specification 6060 or 6082 This is advantageous. These high-strength aluminum alloys allow for high stiffness at a relatively low weight.

[0008] This is supported by the design with a base, two longitudinally spaced side walls angled essentially perpendicular to it, and a height of Hand flanges angled essentially perpendicular to the side walls at their free ends. In cross-section, this results in a hat-shaped profile that opens upwards when installed, so that the requirements for stiffness, buckling forces, and fatigue strength can be easily met through the geometric design of the linkage. Consequently, such a linkage is also easily scalable with regard to the load requirements of different vehicle types.

[0009] The first connection section is generally intended for attaching the steering linkage to the wheel, while the second connection section is for attaching the steering linkage to the vehicle. At least one third connection section serves to connect another component of the vehicle suspension, such as a spring-damper combination, a spring-damper unit, an anti-roll bar, or a stabilizer link.

[0010] A spring-damper combination here refers to a spring and damper arranged separately on the handlebar, while a spring-damper element integrates both components.

[0011] Designing the handlebar as an extruded aluminum profile has the particular advantage of allowing for a very slim design. The side walls of the underlying profile are spaced apart. AThe profile is generated to correspond to the minimum necessary distance between the side walls of the finished handlebar to meet all load requirements. If needed, the profile can be widened where a greater distance is required. In contrast, sheet metal components require more sophisticated forming processes, with bending radii typically limited at the bottom. Overall, the shaping options are more restricted. With a handlebar according to the invention, the material utilization rate is high, and the handlebar is optimized in terms of weight and cost.

[0012] At the same time, the handlebar is manufactured in one piece and only subsequently trimmed and / or reshaped, so that no welding or similar additional and costly work steps are necessary.

[0013] In addition to a widening in the second end section, a widening in the middle section may also be planned, for example.

[0014] Furthermore, the profile can also have a curved shape.

[0015] Preferably, the side walls in the connection areas are each locally shifted inwards by a dimension M.

[0016] This measure greatly simplifies the installation of the control arm according to the invention. Generally, such a control arm is first connected to the wheel carrier or the vehicle body via its first and second end sections. This connection is usually made using rubber or rubber-metal bearings, which are positioned between the side walls in the first and second connection areas and create a pivotable connection. The control arm is then bolted to the wheel carrier or vehicle body, which causes it to be pre-tensioned during installation. Tightening the bolt moves the side walls towards each other. Furthermore, the inner sleeves of the rubber bearings may be outside the specified tolerances and too short. Both of these factors result in the distance between the side walls being smaller than intended in the area of ​​at least one third connection area, due to these tolerances.This means that a damper or spring-damper unit can no longer be inserted into the profile and mounted. It is therefore common practice to widen the profile in the area of ​​at least one third connection point to accommodate such assembly tolerances. However, this leads to at least a local widening of the control arm, which then requires more installation space, and necessitates an additional manufacturing step, thus increasing production costs.

[0017] The solution is to increase the distance A The side walls of the extruded profile are made larger during manufacturing than they are designed to be in the installed state. The side walls are then locally shifted inwards, for example by embossing or other deformation. This local shift allows the distance between the side walls to be controlled and precisely adjusted. AThe selection can be made in such a way that tolerance deviations in the production of the aluminum extrusion profile no longer have an influence.

[0018] Particularly preferred is the measure M of the local displacement in which at least one third connection area is smaller than the measure M of the local displacement in the first or second connection area.

[0019] This means that the distance between the side walls at the local displacements in the first or second connection area is smaller than at the local displacements in the at least one third connection area. Consequently, production tolerances and dimensional deviations occurring during the installation of the linkage can be taken into account by the tensioning of the linkage as described above, without having to widen the entire profile in certain areas. Rather, the same effect can be achieved through the different displacement depths. Even if the side walls are moved closer together more than intended during installation, this can be compensated for by the different dimensions M of the displacements, by selecting the displacement dimension in the third connection area such that even with extreme deviations in all tolerances, sufficient space remains between the side walls to insert a spring-damper or a spring-damper unit.

[0020] Another advantage of local displacements is that the side walls are aligned parallel to each other at the machined areas, thus compensating for production- or processing-related deviations. This creates defined contact surfaces for fastening elements such as rubber bearing sleeves or screws.

[0021] In a preferred embodiment of the invention, the base in the second end section has a recess extending in the longitudinal direction of the handlebar. The longitudinal direction here refers to the spatial direction in which the handlebar extends from its first end section to its second end section.

[0022] The cutout allows the handlebar to widen into the second end section without causing material cracks or other damage that would impair its lifespan. By trimming the bottom, the handlebar's side walls can be easily widened outwards without plastic deformation of the material.

[0023] Particularly preferably, in the second end section, the ratio of the distance is B the side walls to a length C the recess of 0.2 to 0.8, preferably of 0.3 to 0.6, particularly preferably of 0.4 to 0.5. When widening the second end section, it can be particularly in a transition section where the original distance A the side walls to the distance BThe widening of the side walls in the second end section can lead to plastic deformation. Over the handlebar's lifespan, this plastic deformation can cause damage, resulting in failure and the need for replacement. Therefore, this plastic deformation should be avoided. To ensure that the side walls in the second end section are widened and shifted in such a way as to prevent plastic deformation, the bottom must be cut as long and deep as possible. At the same time, the cutout must not be too deep to maintain the overall stiffness of the handlebar.

[0024] Preferably, the height of the side walls is constant over the entire length of the handlebar. This can be ideally achieved by using an extruded aluminum profile, resulting in a slim handlebar design and thus optimizing installation space.

[0025] A particular embodiment of the invention provides that the aluminum extrusion profile has varying wall thicknesses across its cross-section. This means that, viewed across the hat-shaped cross-section of the profile, the base, side walls, and / or flanges have different wall thicknesses. It is possible for the wall thickness of the base, side walls, and / or flanges themselves to vary. Generally, the wall thickness of the side walls is greater than the wall thickness of the base and flanges. This serves, in particular, to optimize the weight of the handlebar. The stiffness of the handlebar depends especially on the thickness of the side walls. Therefore, the wall thickness of the side walls can be designed to withstand the corresponding load, whereas, for example, the base and / or flanges can be made thinner, since they do not contribute to the buckling stiffness of the handlebar.The different wall thicknesses ensure that the handlebar material is processed in a way that is appropriate for the load.

[0026] Furthermore, it is also possible to vary the wall thickness section by section in the longitudinal direction of the handlebar, for example to enable a planned buckling behavior in the event of a crash or to make connection areas particularly stable.

[0027] Weight optimization is also possible by incorporating recesses into the base, side walls and / or flanges, or by trimming the base, side walls and / or flanges.

[0028] Preferably, the side walls in the first end section and the middle section run parallel with a constant length. This results in a cost-effective manufacturing method for the handlebar, as the original extruded profile can be designed to the final dimensions of the handlebar. Only the second end section then requires machining, i.e., widening, while the first end section and the middle section remain unchanged. This allows for a slim handlebar design combined with minimal space and material requirements. Because the side walls run parallel to each other, an ideal contact surface is provided for rubber bushings, screws, and the like. Incorporating local displacements in the connection areas is also simplified, as only one embossing process is required, with the force acting perpendicular to the surface.

[0029] Another particular embodiment of the invention provides that in the second end section, a transition section follows the middle section, in which the distance A the side walls to a uniform distance B This design of the handlebar results in a more even distribution of the forces acting on the handlebar under load, thus avoiding stress peaks. This material-related design measure leads to a longer service life for the handlebar.

[0030] Particularly favorably, the second end section after the transition section runs parallel with a constant distance. BThe advantages of the parallel sidewalls have already been discussed above. In particular, the second connection area is located in this part of the end section where the sidewalls run parallel to each other. Because the sidewalls are parallel, an ideal contact surface is provided for rubber bearing sleeves, screws, and the like. Introducing the local displacements in the connection areas is also simplified, as only one embossing process is required, with the force acting perpendicular to the surface.

[0031] Preferably, the connection areas also include connection devices. These are generally elements formed on or attached to the control arm to connect rubber bearings, rubber-metal bearings, a ball joint, or the like to the control arm and to enable its connection to the wheel carrier or the body. These devices can, in particular, be openings that are aligned with each other in the side walls. A rubber bearing can then be arranged between the two side walls so that the inner sleeve of the rubber bearing is aligned with the openings, allowing a screw to pass through the openings and the inner sleeve of the rubber bearing.

[0032] Similarly, a spring-damper element can, for example, have recesses corresponding to the attachment devices, so that the spring-damper element can be attached to the handlebar by means of a screw.

[0033] The side walls are preferably offset inwards at the connection points. It is particularly intended that the extent of the locally offset side walls corresponds to a contact surface of a connection element, for example, a rubber bearing or a screw. The local offsets are therefore only made at those points on the side walls or connection areas where they are necessary to create a defined contact surface against which screw heads or inner sleeves of rubber bearings can come into contact.

[0034] This means that the amount of material that needs to be moved in the handlebar is minimized, which in turn simplifies the manufacturing process of the handlebar.

[0035] Furthermore, the design stipulates that the mounting points are positioned at the same distance from the ground along the length of the handlebars. In other words, when viewed along the length of the handlebars, all mounting points are at the same height. This ensures ideal leverage for optimally absorbing and transmitting the forces acting on the handlebars.

[0036] In a particularly advantageous way, the ratio of a distance is E the connection facilities of the first and third connection areas to a distance FThe connection points of the first and second connection areas have a cross-sectional area of ​​0.5 to 0.1, preferably 0.2 to 0.3. Depending on the chassis design and the expected axle load, this allows for optimized power transmission. By utilizing the available installation space, the stroke of the spring-damper element or spring-damper combination can be maximized, resulting in minimal forces and damping requirements, thus optimizing the overall design of the control arm.

[0037] A further particular embodiment of the invention provides that an arc arranged between a side wall and a flange is provided with a chamfer, at least in some areas. By introducing such a chamfer, slightly more space is created at the upper edge between the side wall and the flange of the handlebar in the transverse direction of the handlebar, which improves the clearance of the spring-damper element or spring-damper combination, thereby in turn improving the overall performance of the handlebar during operation.

[0038] The invention further relates to a method for manufacturing a handlebar from an aluminum extrusion profile comprising the following steps: - Provision of an aluminum extrusion profile with a base, two side walls angled substantially perpendicular to it, and flanges angled substantially perpendicular to the side walls at their free end. - Mechanical processing of the aluminum extrusion profile to form at least one connection area - Trimming the bottom in at least one profile end of the aluminum extrusion profile, so that a recess extending in the longitudinal direction of the aluminum extrusion profile is created. - Widening of the profile end - at least partially re-trimming the edges of the first trimming after widening.

[0039] Aluminum alloys of the 6000 and 7000 series are primarily used here. Specifically, it is an aluminum alloy. 6082 The aluminum extrusion profile has a hat profile, comprising a base, two side walls angled substantially perpendicular to it, and flanges angled substantially perpendicular to the side walls at their free ends. The side walls are spaced apart from each other. A spaced apart and have a height Hup. This distance A The initial end section and a middle section of the later steering mechanism remain unchanged. The second end section, which has been widened, has a greater distance. B between the side walls.

[0040] In the mechanical processing for the formation of at least one connection area, not all machining and cutting processes, but also forming processes, can be used.

[0041] To avoid plastic deformation during the expansion process or to prevent potential cracking during expansion, the bottom of at least one end of the extruded aluminum profile is trimmed. This profile end forms the second end section of the future handlebar.

[0042] When widening the profile end, the trimmed edges from the previous trimming of the bottom can develop nicks or cracks. Such defects shorten the service life, as larger cracks can originate there during operation, leading to handlebar failure. Therefore, after widening, the edges of the initial trim are at least partially recut to obtain smooth, crack-free, and nick-free edges. This allows for the simple production of a stable and durable handlebar.

[0043] Preferably, the base is trimmed to create a V-shaped or U-shaped recess. This also prevents plastic deformation of the material during expansion. The V-shaped trim is executed such that the recess has its greatest transverse extent at the end of the handlebar and narrows towards the central section. With a U-shaped trim, the trim edges run parallel to the side walls. Preferably, the recess tapers towards the center of the handlebar in an approximately semicircular shape. This ensures that the forces acting on the side walls during expansion do not lead to plastic deformation of the side wall material and prevent cracking or material thinning.

[0044] Furthermore, it is preferably provided that, during the formation of at least one connection area, the side walls are locally shifted inwards by a dimension M. This local shift offers advantages with regard to the subsequent installation of the handlebar in the vehicle. For details concerning these advantages, reference is made to the descriptions relating to the handlebar according to the invention.

[0045] Furthermore, it is preferable to incorporate fastening devices in the connection areas. For example, opposing, aligned openings can be created by mechanical processing, which are later penetrated by a screw to secure a rubber bearing between the side walls.

[0046] The training of the connection areas and the connection facilities can be carried out simultaneously or in separate work steps.

[0047] Likewise, the individual steps for trimming the handlebar and the steps for mechanical processing can be carried out in virtually any order.

[0048] Particularly preferably, several connection areas are formed, wherein the measure M of the local displacement is of different magnitudes in at least two connection areas. Regarding the inventive effect of the local displacements, reference is again made to the above. With regard to the manufacturing process, it becomes clear that the local displacements can be produced in an extremely simple manner. This can be done, for example, before or after the expansion process, or even simultaneously with it.

[0049] A further advantageous embodiment of the method provides that a chamfer is formed, at least in part, on an arc arranged between a side wall and a flange. This chamfer can be produced, for example, by mechanical forming, such as a re-embossing. It can be produced before, after, or simultaneously with the widening of the end section.

[0050] If the introduction of the local displacements and the chamfer are carried out simultaneously with the widening of the end section using the same tool, this leads to a particularly efficient manufacturing of the handlebar, as several work steps can be integrated into a single process.

[0051] A further embodiment of the method according to the invention provides that the aluminum extrusion profile is solution annealed and quenched after its production and before further processing. This brings the extrusion profile into a processable state, whereby further processing, such as trimming or widening, must take place within a certain time after quenching so that the processability is not jeopardized by the onset of natural hardening.

[0052] Furthermore, the handlebar is subjected to an aging process, specifically a heat treatment. This aging process causes the handlebar to fully harden and achieve the stiffness necessary for a long service life.

[0053] The following figures describe the invention using an exemplary embodiment. Fig. 1 a handlebar according to the invention in a perspective view, Fig. 2 a handlebar according to the invention in a top view, Fig. 3 a cut I - I according to Fig. 2, Fig. 4 a cut II - II according to Fig. 2, Fig. 5 a cut III - III according to Fig. 2, Fig. 6 a cut IV - IV according to Fig. 2, Fig. 7 a cut V - V according to Fig. 2, Fig. 8 a cut VI - VI according to Fig. 2, Fig. 9a to e Process steps in the manufacture of a handlebar.

[0054] In Fig. 1 is a handlebar 1 The illustration shows a profile made from an extruded aluminum profile. It includes a first end section. 2, a second final section 3 and a connecting middle section 4 The driver 1 It also has a floor 5 , two side walls angled essentially perpendicular to it and spaced apart longitudinally from each other 6 , 7 with a height H and essentially perpendicular to the side walls 6 , 7 Flanges angled at their free end 8 , 9 up. The first final section 2 has a first connection area 10 up. The second final section 3 has a second connection area 11 up. The middle section 4 has a third connection area 12 up. The distance A the side walls 6 , 7 in the first connection area 10 and in the third connection area 12 is the same size. In contrast, the side walls6 , 7 in the second connection area 11 a greater distance B on.

[0055] The first connection area 10 has a connection device 19 on, which is formed by two openings in the side walls 6 , 7 are aligned with each other. In this first connection area 10 A rubber bearing (not shown in detail) can be used, with, for example, a screw passing through the openings of the connecting device. 19 and a rubber bearing inner sleeve extends through it. In the first connection area 10 are the side walls 6 , 7 locally around the breakthroughs of the connecting device 19 shifted inwards. There are shifts there. 13 , 14 trained.

[0056] Also in the second connection area 11A rubber bearing (not shown in detail) can be used, which can also be held in place with a screw, the screw being the inner sleeve of the rubber bearing, as well as two openings that provide the connection device. 21 of the second connection area 11 form, penetrates. In the area of ​​breakthroughs, there are again shifts. 17 , 18 trained.

[0057] Also in the third connection area 12 Are there any openings that allow for a connection device? 20 form. Here, for example, the connecting end of a spring-damper unit (not shown in detail) can be inserted and screwed to the handlebar. 1 to be connected. Also in the third connection area. 12 is the respective side wall 6 , 7 locally shifted inwards, so that shifts occur 15 , 16 form.

[0058] From above, the Fig. 2 will be the ratio of the individual dimensions of the handlebar 1 clearly. It is clearly visible that the side walls 6 , 7 in the first final section 2 and in the middle section 4 with a distance A are spaced apart from each other and in the first end section 2 and in the middle section 4 parallel to each other with a constant section A , proceed. Only in the second final section 3 The distance increases in a transition section 30 steadily and until finally the side walls 6 , 7 again at a distance B run parallel to each other.

[0059] A notch is clearly visible. 22 in the second final section 3 to be seen, which extends lengthwise along the handlebars. The recess 22 has a length C open. The recess 22It is essentially V-shaped and tapers to a semicircular shape towards the center of the handlebar. It is formed by a trimming of the bottom. 5 followed by a widening of the second terminal section 3 generated.

[0060] The ratio of the distance B the side walls to a length C The recess size is from 0.2 to 0.8, preferably from 0.3 to 0.6, and particularly preferably from 0.4 to 0.5. In the illustrated embodiment, the ratio of B to C is 0.43.

[0061] Even in the first final section 2 is the ground 5 locally trimmed to create a recess 23 of the first end section 2 to manufacture. This recess primarily serves to ensure the handlebars have sufficient clearance. 1 The first end section 2It is pivotally mounted on the wheel side and is constantly moved by the movement of the wheel during compression and rebound of the suspension. To ensure free movement of the handlebars, a recess is necessary here. 23 , in this embodiment approximately U-shaped. In contrast, the recess 22 in the second final section 3 Additionally, the function of preventing plastic deformation or cracking during the widening of the second end section. 3 to prevent.

[0062] Fig. Figure 3 shows a cross-section through the handlebars. 1 in the area of ​​the first connection area 10 Here it is clearly visible that the side walls 6 , 7 adjacent to the openings of the connecting device 19 are shifted inwards by a dimension M. The same applies to the sections of the Fig. 4 and Fig. 7, each of which defines the handlebar cross-section in the area of ​​the third connection area 12or the second connection area 3 show. Here too, the side walls are locally visible. 6 , 7 shifted inwards by a dimension M. This results in the following in the third connection area. 12 Relocations 15 , 16 in the area of ​​the connection facility 20 for a spring-damper unit. Similarly, the following occur in the second connection area. 11 similar displacements 17 , 18 in the side walls 6 , 7 adjacent to the connection facility 21 for the rubber mounts arranged for connection on the body side. The dimension M the local shifts 15 , 16 in the third connection area 12 is smaller than the measure M of local displacements 13 , 14 in the first connection area 10 This means that the side walls 6 , 7 both in the first connection area10 , as well as in the third connection area 12 with a constant distance A are spaced apart from each other. However, the local shifts indicate 13 , 14 in the first connection area 10 a distance A1 on, while the local shifts 15 , 16 as in Fig. 4 can be seen in the third connection area 12 a distance A2 on. It is important to note that A1 is smaller than A2 .

[0063] The distance A in the first connection area 10 and the third connection area 12 is larger than the target dimension for the distance between the side walls 6 , 7 with the handlebars installed 1 is planned. Will the handlebar now be 1 Once installed in the vehicle, it is initially located in the first connection area. 10connected to the wheel side and then in the second connection area 11 The handlebar is attached to the body side. It is screwed to the respective wheel-side and body-side attachment points via a rubber bushing and a screw, with the screw passing through the attachment points designed as openings. 19 , 21 The screw connection causes the side walls to... 6 and 7 in the first final section 2 and the second final section 3 are moved towards each other. Ideally, the distance now indicates A1 the intended target dimension for the distance between the side walls 6 , 7 This gap can vary due to tolerances in the manufacturing of the aluminum profile, the dimensions of the inner rubber bearing sleeve, or the installation process. A1 when installed, but also smaller than the target distance between the side walls. 6 , 7be. Since the measure M the local shifts 15 , 16 in the third connection area 12 smaller than the measurement M the local shifts 13 , 14 in the first connection area 10 , is the distance A2 with the handlebars installed 1 larger than the target dimension of the distances between the side walls 6 , 7 the driver 1 in the installed state. This requires accounting for all possible design-related and installation-related tolerances in the difference in distances. A1 , A2 the local shifts 13 , 14 , 15 , 16 in the first connection area 10 and the third connection area 12 must be maintained. If this is ensured, then the distance is sufficient. A2 always greater than the target distance between the side walls 6 , 7and the spring-damper unit can easily be installed in the handlebar in any case. 1 be introduced and assembled.

[0064] Furthermore, it shows Fig. 3, that the ground 5 The original aluminum extrusion profile was completely removed at this point to create a recess. 23 to form. Also the flanges. 8 , 9 of the aluminum extrusion profile were in the first end section 2 at this point on the handlebars 1 almost completely cut off.

[0065] That the driver 1 The underlying aluminum extrusion profile has varying wall thicknesses across its cross-section. This means that, viewed across the profile's cross-section, the base... 5 , the side walls 6 , 7 and / or the flanges 8 , 9 They can have wall thicknesses of varying sizes.

[0066] This becomes clear in the Fig. 5. Section through the handlebar shown 1 in the midfield 4 the driver 1 . Here the flanges point 8 , 9 a wall thickness a up. The side walls 6 , 7 point above the height H the side walls 6 , 7 Different wall thicknesses. The upper two-thirds of the side walls 6 , 7 exhibit a first wall thickness b on, whereas the lower third of the side walls 6 , 7 with a second wall thickness c are executed. The first wall thickness is... b greater than the second wall thickness c . The ground too 5 It exhibits locally varying wall thicknesses. For example, the side walls are thicker. 6 , 7 adjacent areas of the ground 5 with a first wall thickness d equipped, while the middle section of the floor5 a second wall thickness e exhibits this. Here, the first wall thickness applies. d is greater than the second wall thickness e .

[0067] Viewed in the longitudinal direction, in this embodiment of the handlebar, 1 However, the cross-sectional configuration remains constant. That is, along the length of the handlebar. 1 The wall thicknesses do not change.

[0068] Between the flanges 8 , 9 and the side walls 6 , 7 is each one arc 25 , 26 trained. In the section of the driver 1 in the middle section 4 the through the in Fig. The cross-section shown in section 5 depicts the arches. 25 , 26 each with a chamfer 27 , 28 The handlebar is provided with a chamfer. This chamfer increases the cross-section of the handlebar. 1locally enlarged to allow greater freedom of movement for the spring-damper element.

[0069] The design of the second end section 3 the driver 1 is shown in the cross-sectional views in the Fig. 6 and Fig. 7 explained in more detail. Fig. Figure 6 shows a cross-section through the handlebar profile. 1 adjacent to the second connection area 3 The ground 5 The cutout is not complete at this point, however the flanges show 8 , 9 Openings 29 open. These openings 29 They serve to attach a stone chip guard or windshield (not shown in detail), preferably made of plastic, into the openings. 29 It can be clipped in.

[0070] The cut in Fig. 7 shows the second connection area 11 The side walls are there. 6 , 7in turn, locally shifted inwards by a measure M, so that shifts occur 17 , 18 train. The local shifts 17 , 18 are located adjacent to the existing breakthroughs of the connecting facility. 21 , where a rubber bearing is screwed in place. This sectional view also shows that the recess 22 , which are in the ground 5 It is incorporated here, extending across the entire width of the profile. The floor 5 has therefore been completely removed. In contrast, the recess extends 22 in Fig. 6 not completely between the side walls 6 , 7 , but rather it is only a part of the ground 5 cut out.

[0071] Fig. Figure 8 shows a longitudinal section through the handlebar. 1 . Here it can be seen that the connection facilities 19 , 20 ,21 of the first, third and second connection area 10 , 12 , 11 at the same distance D are formed towards the ground, and therefore lie at the same level.

[0072] The connection facilities 19 , 20 of the first connection area 10 and the third connection area 12 , show a distance E on, whereas the connecting facility 20 and the connection facility 21 of the third connection area 12 or the second connection area 11 a distance F exhibit the ratio of the distance. E to the distance F The ratio is 0.5 to 0.1, preferably 0.2 to 0.3. In the illustrated embodiment, the ratio is 0.25.

[0073] The Fig. Figures 9a to e show individual process steps of a method for manufacturing a handlebar from an aluminum extrusion profile.31 First, an aluminum extrusion profile is used. 31 with a floor 5 , two side walls angled essentially perpendicular to it 6 , 7 and essentially perpendicular to the side walls 6 , 7 flanges angled at their free end 8 , 9 provided.

[0074] The side walls 6 , 7 are at a distance A spaced apart from each other and have a height H on.

[0075] In this process, an aluminum block is heated and an aluminum profile according to the invention is extruded. This extrudate is then cut into individual aluminum extrusion profiles. 31 cut to length. Before further processing, the profiles are 31 The aluminum extrusions are solution annealed and quenched. This process makes them suitable for extruded aluminum profiles. 31brought into a processable state, whereby further processing such as trimming or widening must take place within a certain time after quenching so that the processability is not jeopardized by the onset of natural hardening.

[0076] In this embodiment, the aluminum extrusion profile 31 dimensioned so that it forms two handlebars 1 They can be manufactured simultaneously. Each half of the aluminum extrusion profile. 31 becomes a handlebar 1 processed, whereby the two halves of the aluminum extrusion profile 31 They can be processed in a more or less symmetrical way.

[0077] The aluminum extruded profile 31 has two profile ends 32 from which, in the further course of the manufacturing process, a second end section is produced. 3 a handlebar 1 is formed. In the profile center 33will be the first final section 2 each of the handlebars 1 trained. At the end of the manufacturing process, the two handlebars are 1 separated from each other.

[0078] In a first procedural step according to Fig. 9a will first be the ground 5 trimmed so that in the later end sections 2 , 3 the driver 1 Exclusions 22 , 23 be trained. Especially in the second final section 3 An exception will be made. 22 formed, which extend in the longitudinal direction of the handlebars 1 extends. The cutting direction here runs parallel to the plane of the side walls. 6 , 7 .

[0079] In a second processing step according to Fig. 9b the flanges will be 8 , 9 in the area of ​​the later first end section 2 the driver 1 circumcised.

[0080] In the next procedural step, which takes place in Fig. As shown in 9c, the later second end sections will be 3 the driver 1 widened. The side walls 6 , 7 are shifted away from each other, so that the side walls 6 , 7 There, in some areas, a distance B exhibit a distance greater than the A the side walls 6 , 7 in the other areas of the handlebars 1 This is facilitated by the conditions present in the soil there. 5 present exception 23 , so that plastic deformation, indentations and cracks are avoided.

[0081] Simultaneously with the widening, the side walls are 6 , 7 in the later connection areas 10 , 11 , 12 the driver 1 The area is locally shifted inwards by a dimension M. This is achieved through an embossing process.

[0082] In the next processing step ( Fig. 9d) openings 29 inserted into the flanges. In addition, the edges of the recess are 23 in certain areas at the ends of the aluminum extrusion profiles 31 trimmed. This results in smooth cut edges. 24 It is generated in these most displaced sections of the side walls. 6 , 7 This may result in indentations or cracks. This serves to increase the lifespan of the handlebars. 1 . At the same time, this removes the remaining soil present at this location. 5 removed to trim the final sections of the second end section 3 perpendicular to the plane of the side walls 6 , 7 , as in Fig. 9e shown, to enable.

[0083] The final step in the process involves a final trimming of the respective end sections. 2 , 3of the handlebars perpendicular to the plane of the side walls 6 , 7 In this process, aluminum material is used around the relocations. 13 , 14 , 17 , 18 the first and second end sections 2 , 3 the two handlebars 1 removed. This reduces weight because excess material is removed. Furthermore, this also separates the two handlebars. 1 in the area of ​​the respective first end sections 2 separated from each other.

[0084] At the same time, the connection facilities designed as breakthroughs are 19 , 20 , 21 inserted into the side walls. Reference symbol list 1 handlebar 2 first end section 3 second final section 4 Middle section 5 Floor 6 side wall 7 Side wall 8 flange 9 flange 10 first connection area 11 second connection area 12 third connection area 13 Relocation 14 Relocation 15 Relocation 16 Relocation 17 Relocation 18 Relocation 19 Connection facility 20 Connection facility 21 Connection facility 22 Exclusion 23 Exclusion 24 Trim edge 25 sheets 26 sheets 27th phase 28th phase 29 Opening 30 Transition section 31 Aluminum extrusion profile 32 Profile end 33 Profile center A distance of 6, 7 A1 Distance from 13, 14 A2 spacing of 15, 16 B Distance of 6, 7 C length of 22 Height E distance of 19, 22 F distance of 19, 21 H height of 6.7 a wall thickness of 8.9 b first wall thickness of 6, 7 c second wall thickness of 6, 7 d first wall thickness of 5 e second wall thickness of 5 QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 19737715 A1

[0003]

Claims

[1] Handlebar (1) made of an aluminium extrusion profile (31) with a first end section (2), a second end section (3) and a connecting middle section (4) with a base (5), two longitudinally spaced side walls (6, 7) angled substantially perpendicularly thereto and having a height H, and flanges (8, 9) angled substantially perpendicularly from the side walls (6, 7) at their free ends, wherein the first end section has a first connection area (10), the second end section has a second connection area (11), and the middle section has at least a third connection area (12), wherein the side wall (6, 7) has the same distance A in the first connection area (10) and in the at least one third connection area (12), and the side wall (6, 7) has a greater distance B in the second connection area (11). [2] Handlebar (1) according to claim 1 characterized by, that the side wall (6,7) in the connection areas (10,11,12) is locally shifted inwards by a dimension M. [3] Handlebar (1) according to claim 2 characterized by , that the measure M of local displacement (15,16) in the at least one third connection area (12) is smaller than the measure M of local displacement (13,14,17,18) in the first or second connection area (11). [4] Handlebar (1) according to one or more of the preceding claims characterized by , that the floor (5) in the second end section (3) has a recess (22) extending in the longitudinal direction of the handlebar (1). [5] Handlebar (1) according to claim 4 characterized by , that in the second end section (3) the ratio of the distance B of the side wall (6,7) to a length C of the recess (22) is from 0.2 to 0.8, preferably from 0.3 to 0.6, particularly preferably from 0.4 to 0.

5. [6] Handlebar (1) according to one or more of the preceding claims characterized bythat the aluminum extrusion profile has varying wall thicknesses across its cross-section. [7] Handlebar (1) according to one or more of the preceding claims characterized by , that the side wall (6,7) runs parallel with a constant distance in the first end section (2) and in the middle section. [8] Handlebar (1) according to one or more of the preceding claims characterized by , that in the second end section (3) a transition section (30) follows the middle section, in which the distance A of the side wall (6,7) increases uniformly to a distance B. [9] Handlebar (1) according to claim 8 characterized by , that in the second end section (3) after the transition section (30) the side wall (6,7) run parallel with a constant distance B. [10] Handlebar (1) according to one or more of the preceding claims characterized by , that the connection areas (10,11,12) have connection facilities (19,20,21). [11] Handlebar (1) according to claim 10 characterized by , that the side wall (6,7) is shifted inwards at the connection devices (19,20,21). [12] Handlebar (1) according to claim 10 or 11 characterized by , that the connecting devices (19,20,21) are designed with the same distance D to the ground (5). [13] Handlebar (1) according to one or more of claims 10 to 12 characterized by , that the ratio of a distance E of the connection devices (19,20) of the first and third connection area (12) to a distance F of the connection devices (19,21) of the first and second connection area (11) is from 0.5 to 0.1, preferably from 0.2 to 0.

3. [14] Handlebar (1) according to one or more of the preceding claims characterized by , that an arc (25,26) arranged between a side wall (6,7) and a flange (8,9) is provided with a chamfer (27,28) at least in some areas. [15] Method for manufacturing a handlebar (1) from an aluminium extrusion profile (31) comprising the following steps: - Provision of an aluminium extrusion profile (31) with a base (5), two side walls (6,7) angled substantially perpendicular to it and flanges (8,9) angled substantially perpendicular to the side walls (6,7) at their free end - mechanical processing of the aluminium extrusion profile (31) to form at least one connection area (10,11,12) - Trimming the bottom (5) in at least one profile end (32) of the aluminium extrusion profile (31) so that a recess (22) extending in the longitudinal direction of the aluminium extrusion profile (31) is created. - Widening of the profile end (32) - at least partially re-trimming the edges of the first trimming after widening. [16] Method according to claim 15 characterized by, that during the formation of at least one connection area (10,11,12) the side wall (6,7) is locally shifted inwards by a dimension M. [17] Method according to one of claims 15 or 16 characterized by , that several connection areas (10,11,12) are formed, wherein the measure M of the local displacement (13,14,15,16,17,18) is formed to be of different sizes in at least two connection areas (10,11,12). [18] Method according to any one of claims 15 to 17 characterized by , that a chamfer (27,28) is formed at least in some areas on an arc (25,26) arranged between a side wall (6,7) and a flange (8,9). [19] Method according to any one of claims 15 to 18 characterized by , that the aluminium extrusion profile (31) is solution annealed and quenched after its manufacture and before further processing. [20] Method according to any one of claims 15 to 19 characterized by, that the handlebar (1) is subjected to an aging process, in particular to warm storage.

Images