Handlebar with a bend

Abstract

Control arm (100) for a wheel suspension in a vehicle, comprising: a tubular handlebar body (101) formed from a tubular wall (103) with a curvature (105, 125), the curvature (105, 125) having an inner curvature (107) with an inner curvature radius (109) and an outer curvature (111) with an outer curvature radius (113), characterized in that an outer surface (117) of the tube wall (103) in the region of the inner curvature (107) has a residual compressive stress which counteracts a tensile stress acting on the handlebar (100) during the driving operation of the vehicle and absorbed by the handlebar (100), wherein the pipe wall (103) has a wall region (119) in the region of the inner curvature (107) which is closed off by the outer surface (117) and wherein the residual compressive stress is present in the wall region (119), wherein the wall region (119) penetrated by the residual compressive stress extends radially into the pipe wall (103), and wherein a thickness (141) of the wall region (119) is less than a thickness (139) of the pipe wall (103), and wherein the outer surface (117) in the region of the outer curvature (111) has a residual compressive stress which counteracts a tensile stress on the handlebar (100), wherein the tube wall (103) in the region of the outer curvature (111) has a further wall region (121) which is closed off by the outer surface (117) and wherein the residual compressive stress is present in the further wall region (121).

Description

[0001] The present disclosure relates to a control arm for a wheel suspension in a vehicle according to the preamble of claim 1.

[0002] Control arms for a vehicle's wheel suspension are mechanically connected to the wheel suspension and serve to guide or stabilize the wheel suspension connected to a wheel of the vehicle. During vehicle operation, the wheel suspension is often subjected to severe mechanical loads, which in turn result in dynamic tensile and / or compressive stresses acting on the control arm connected to the wheel suspension.

[0003] The document WO 2017 / 016773 A1 discloses a handlebar with a connecting tube.

[0004] The document DE 10 2005 023 604 A1 discloses the application of partial reinforcement with a metal mesh.

[0005] The document DE 103 21 716 A1 discloses a method for attaching a metallic fixing ring to a torsion stabilizer.

[0006] The document EP 0 878 334 A1 discloses a stabilizer.

[0007] It is an object of the present disclosure to provide an improved control arm for a wheel suspension in a vehicle.

[0008] This object is achieved by the features of the independent claim. Advantageous embodiments of the disclosure are the subject of the dependent claims, the description, and the accompanying drawings.

[0009] The present disclosure is based on the finding that the above object can be achieved by providing a residual compressive stress in at least one region of a curvature of the tube wall of a handlebar, which counteracts a tensile stress acting on the handlebar during driving of the vehicle.

[0010] During driving, for example, when driving on uneven road surfaces, significant mechanical loads can act on the vehicle's wheels and the wheel suspension connected to the wheels. The wheel suspension is connected to the control arms. Thus, the mechanical loads acting on the wheel suspension result in tensile stresses acting on the control arms, which can weaken the structure of the control arms in conventional vehicles, particularly over the service life of the control arms.

[0011] The residual compressive stress provided in the region of the curvature of the tube wall of the handlebar of the present disclosure can compensate for at least part of the tensile stress acting on the handlebar under load, thereby reducing the resulting tensile stress acting on the handlebar.

[0012] According to one aspect, the disclosure relates to a control arm for a wheel suspension in a vehicle, comprising a tubular control arm body formed from a tube wall with a curvature, wherein the curvature has an inner curvature with an inner curvature radius and an outer curvature with an outer curvature radius, wherein an outer surface of the tube wall in the region of the inner curvature has a residual compressive stress that counteracts a tensile stress on the control arm.

[0013] This achieves the technical advantage that by introducing the residual compressive stress into the tube wall of the handlebar, the mechanical properties, in particular the material properties, of the handlebar can be ensured even in the case of large and long-lasting mechanical loads acting on the handlebar.

[0014] Due to movements of the wheel attached to the vehicle's suspension, the resulting tensile stress often acts in the direction of the tubular control arm body. The compressive residual stress introduced into the tubular wall of the control arm counteracts the tensile stress acting on the control arm body, thereby reducing the mechanical loads acting on the control arm at high tensile loads.

[0015] The residual compressive stress is introduced into the pipe wall in the area of ​​the inner curvature, which takes into account the load distribution of the tensile stress acting on the tubular guide body. In particular, the tensile stress acting on the pipe wall in the area of ​​the inner curvature is greater than the tensile stress acting on the pipe wall in the area of ​​the outer curvature.

[0016] The tensile stress acting on the tubular handlebar body of the handlebar extends in particular along a longitudinal axis of the tubular handlebar body, with the longitudinal axis extending in particular from a first fastening element at a first handlebar end of the handlebar to a second fastening element at a second handlebar end facing away from the first handlebar end. The residual compressive stress counteracts the tensile stress extending in particular along the longitudinal axis.

[0017] The handlebar according to the present disclosure has particularly advantageous mechanical properties to ensure effective absorption of tensile stresses by the handlebar, e.g. on an uneven road surface.

[0018] The residual compressive stress in the tube wall is particularly present when the tubular handlebar body is in a tension-free state. If the tubular handlebar body is subjected to tensile stress, the residual compressive stress counteracts the tensile stress.

[0019] Thus, the compressive residual stress in the most vulnerable part of the tubular handlebar body, which counteracts the tensile stress on the handlebar, effectively reduces the corresponding tensile stress on the handlebar under tensile load. This is particularly due to the fact that when large tensile stresses act on the tubular handlebar body, such tensile stresses often exceed the compressive residual stress acting in the tension-free state of the tubular handlebar body. Thus, when the tubular handlebar body is subjected to tensile load, the tensile stresses acting on the tubular handlebar body are reduced by the counteracting compressive residual stress, so that the resulting tensile stress acting on the handlebar is lower, and tensile stress peaks can be effectively compensated.

[0020] In one embodiment, the residual compressive stress is directed at least axially, and in particular the residual compressive stress is directed axially along a longitudinal axis of the tubular handlebar body.

[0021] This achieves the technical advantage that a particularly effective reduction of mechanical loads can be ensured through axially directed residual compressive stress, which counteracts the particularly axially directed tensile stress on the handlebar. The residual compressive stress is directed axially along a longitudinal axis of the tubular handlebar body. The longitudinal axis of the tubular handlebar body extends from a first end of the handlebar to a second end of the handlebar facing away from the first end.

[0022] According to the invention, the pipe wall has a wall region in the region of the inner curvature which is closed off by the outer surface and wherein the residual compressive stress is present in the wall region.

[0023] This achieves the technical advantage that the wall area formed in the pipe wall and permeated by the residual compressive stress ensures particularly effective absorption of the tensile stress acting on the control arm. The wall area of ​​the pipe wall is enclosed by the outer surface of the pipe wall and extends, in particular, radially from the outer surface into the pipe wall. This means that the residual compressive stress is not only present directly on the outer surface, but also permeates at least some sections of the pipe wall. The resulting expanded volume of the pipe wall, in which the residual compressive stress is present, allows the effective load acting on the control arm to be effectively reduced.

[0024] According to the invention, the wall region penetrated by the residual compressive stress extends radially into the pipe wall, wherein a thickness of the wall region is less than a thickness of the pipe wall, in particular less than half or one third or one quarter of the thickness of the pipe wall.

[0025] This achieves the technical advantage that the wall region subjected to the compressive residual stress is located on the outer surface of the pipe wall, and in particular, the wall region is spaced apart from an inner surface facing away from the outer surface of the pipe wall. Thus, the compressive residual stress provided in the wall region can be advantageously introduced in the area of ​​the inner curvature of the tubular guide body, and thus advantageously positioned in a specific area within the pipe wall where particularly high tensile stresses can occur.

[0026] In this case, the thickness of the wall region is in particular less than half, one-third, or one-quarter of the thickness of the pipe wall, or the thickness of the wall region is in particular less than 50%, 40%, 20%, 10%, or 5% of the thickness of the pipe wall. The reduced thickness of the wall section compared to the thickness of the pipe wall ensures that the wall section penetrated by the residual compressive stress extends radially into the pipe wall from the outer surface only to a limited extent, and thus the residual compressive stress does not completely penetrate the pipe wall.

[0027] In one embodiment, the pipe wall has a thickness of the pipe wall between 1 mm and 20 mm, in particular between 2 mm and 12 mm.

[0028] This provides the technical advantage of providing a particularly stable tube wall with a particularly long service life for the handlebar.

[0029] In one embodiment, a yield strength of the tubular handlebar body is at least 450 MPa, in particular at least 500 MPa, in particular at least 650 MPa.

[0030] This achieves the technical advantage that a yield strength of the tubular handlebar body of at least 450 MPa, in particular of at least 500 MPa, in particular of at least 650 MPa, ensures particularly advantageous mechanical properties of the tubular handlebar body. The yield strength of the tubular handlebar body describes the stress up to which the tubular handlebar body does not exhibit permanent plastic deformation when subjected to tensile stress. Thus, the corresponding yield strengths enable the tubular handlebar body to withstand particularly high tensile stresses.

[0031] In one embodiment, the link is designed as a tie rod, a steering rod, an axle link, a coupling rod or another tubular chassis component with tensile and / or compressive stress for a wheel suspension in a vehicle.

[0032] This achieves the technical advantage that the control arm, selected from a variety of different tubular chassis components, can ensure effective absorption of tensile stresses.

[0033] According to the invention, the outer surface in the area of ​​the outer curvature has a residual compressive stress which counteracts a tensile stress on the handlebar.

[0034] This achieves the technical advantage that, in addition to introducing residual compressive stress in the inner curvature area, the additional introduction of residual compressive stress in the outer curvature area ensures particularly advantageous absorption of tensile stresses acting on the rod. In particular, the residual compressive stress present in the inner curvature area of ​​the pipe wall is greater than the residual compressive stress present in the outer curvature area of ​​the pipe wall, allowing the often different parts of the tensile stress acting on the inner and outer curvature to be effectively compensated individually.

[0035] According to the invention, the pipe wall has a further wall region in the region of the outer curvature, which is closed off by the outer surface and wherein the residual compressive stress is present in the further wall region.

[0036] This achieves the technical advantage that the additional wall area formed in the pipe wall and permeated by residual compressive stress ensures particularly effective absorption of tensile stresses acting on the link. The additional wall area of ​​the pipe wall is enclosed by the outer surface of the pipe wall and extends, in particular, from the outer surface, at least in sections radially into the pipe wall.

[0037] In one embodiment, the residual compressive stress in the area of ​​the inner curvature and the residual compressive stress in the area of ​​the outer curvature are equal within a tolerance range of 25%.

[0038] In one embodiment, the residual compressive stress is adjusted during or after the formation of the curvature of the tubular handlebar body.

[0039] This achieves the technical advantage that the introduction of the compressive residual stress into the tubular handlebar body can be effectively adapted to the specific manufacturing process of the respective handlebar. If the compressive residual stress is introduced or adjusted during the formation of the curvature, the introduction of the curvature into the tubular handlebar body and the introduction or adjustment of the compressive residual stress can be carried out in a single manufacturing step. If, however, the compressive residual stress is introduced after the formation of the curvature, the curvature is first introduced into the tubular handlebar body during the manufacturing process, and then the compressive residual stress is introduced into the manufactured tubular handlebar body in a separate manufacturing step.

[0040] In one embodiment, the residual compressive stress is adjusted by plastic deformation of at least the outer surface in the region of the inner curvature and / or in the region of the outer curvature.

[0041] This achieves the technical advantage that, on the one hand, the compressive residual stress can be effectively introduced through the plastic deformation of the outer surface in the region of the inner curvature and / or in the region of the outer curvature, and, on the other hand, the compressive residual stress can be advantageously adapted to the required value of the compressive residual stress within the scope of an adjustment or fine adjustment. In one embodiment, the compressive residual stress is adjusted by plastic deformation of the outer surface and a wall region enclosed by the outer surface in the region of the inner curvature and / or by plastic deformation of the outer surface and another wall region enclosed by the outer surface in the region of the outer curvature.

[0042] In one embodiment, the handlebar has a first fastening element at a first handlebar end for fastening the handlebar to a chassis component or to a vehicle frame of the vehicle, and / or the handlebar has a second fastening element at a second handlebar end facing away from the first handlebar end for fastening the handlebar to a chassis component of the vehicle.

[0043] This achieves the technical advantage that the at least one fastening element can ensure a particularly effective fastening of the handlebar to the chassis or to a vehicle frame of the vehicle.

[0044] In one embodiment, the first and / or second fastening element has a first and / or second ball head, and / or the first and / or second fastening element has a first and / or second fastening sleeve, wherein the respective ball head is at least partially enclosed in particular by the respective fastening sleeve.

[0045] This achieves the technical advantage that a ball head ensures particularly effective attachment of the control arm to the chassis of the vehicle. In this case, the at least one fastening element has, in particular, a ball socket in which the ball head is received, in particular rotatably received. The at least one fastening element is designed, in particular, as a one-piece body which has the ball head. The ball head is arranged, in particular, rigidly or elastically within the respective fastening element in order to ensure a rigid or elastic connection between the control arm and the chassis component. The at least one fastening element can further comprise a fastening sleeve, wherein the fastening sleeve in particular encloses the ball head at least in sections in order to ensure an effective fit of the ball head within the fastening element.

[0046] In one embodiment, the first and / or second fastening element has a first and / or second connecting pin.

[0047] This achieves the technical advantage that the connecting pin ensures an effective connection between the fastening element and the chassis component.

[0048] In one embodiment, the first fastening element has a first connecting pin which extends along a first pin direction, and the second fastening element has a second connecting pin which extends along a second pin direction, wherein the first and second pin directions in particular enclose an angle.

[0049] This achieves the technical advantage that the angular arrangement of the first connecting pin and the second connecting pin ensures particularly high flexibility of the connection between the fastening elements and the vehicle's chassis. The angle between the first and second pin directions is in particular between 60° and 120°, in particular 90°.

[0050] In one embodiment, a first element receptacle for receiving the first fastening element is formed on the first handlebar end, and / or a second element receptacle for receiving the second fastening element is formed on the second handlebar end, wherein the first element receptacle in particular has an internal thread into which an external thread of the first fastening element is screwed, and / or wherein the second fastening element is in particular pressed into the second element receptacle.

[0051] This achieves the technical advantage that a particularly effective connection of the respective fastening element to the respective handlebar end of the handlebar is ensured by screwing the first fastening element into the first element receptacle and / or by pressing the second fastening element into the second element receptacle.

[0052] In one embodiment, the handlebar has an outer diameter which is constant from a first handlebar end to a second handlebar end applied to the first handlebar end.

[0053] This achieves the technical advantage that an outer diameter of the handlebar that remains constant from the first to the second handlebar end ensures that a uniform distribution of tensile stresses acting on the handlebar is achieved.

[0054] In one embodiment, a first curvature and at least one further curvature are formed in the tube wall of the tubular handlebar body, wherein the further curvature is formed in the tube wall in particular between the first curvature and a first or second handlebar end of the tubular handlebar body.

[0055] This achieves the technical advantage that the further bend, which is formed in the tube wall at a distance from the first bend, ensures a geometrically advantageous design of the tubular handlebar body. The residual compressive stress is present particularly in the area of ​​the inner and / or outer bends of the first bend and / or the further bend.

[0056] In one embodiment, the first curvature and the further curvature have different curvature directions, and / or the first curvature and the further curvature are curved to different degrees.

[0057] This achieves the technical advantage that different curvature directions of the bends ensure effective absorption of tensile stresses by the double-curved handlebar. In particular, the tube wall is curved to different degrees in the area of ​​the first bend and the area of ​​the further bend, thus ensuring effective absorption of tensile stresses acting on the tubular handlebar body.

[0058] In one embodiment, the tubular handlebar body has a longitudinal axis, wherein the residual compressive stress is present at least in that curvature in the region of the inner curvature and / or in the region of the outer curvature which has the greatest distance from the longitudinal axis.

[0059] This achieves the technical advantage that by introducing a residual compressive stress into the curvature which is at the greatest distance from the longitudinal axis of the tubular handlebar body, tensile stresses acting on the handlebar can be absorbed particularly effectively.

[0060] Embodiments of the disclosure are explained in more detail with reference to the accompanying drawings. They show: Fig. 1 shows a handlebar according to a first embodiment in a first view; Fig. 2 a handlebar according to the first embodiment in a second view; Fig. 3 a schematic representation of the handlebar according to the first embodiment in a sectional view; and Fig. 4 a schematic representation of a handlebar according to an embodiment not according to the invention in a sectional view.

[0061] Fig. 1 shows a schematic representation of a control arm 100 according to a first embodiment in a first view. The control arm 100 is connected to a wheel suspension of a vehicle, wherein the wheel suspension in particular has a wheel carrier for supporting a wheel of the vehicle. Thus, the control arm 100 according to the present disclosure enables effective absorption of forces acting on the control arm 100 while the vehicle is traveling. The control arm 100 is designed in particular as a tie rod, a steering rod, an axle guide, a coupling rod, or another tubular chassis component with tensile and / or compressive stress for a wheel suspension in a vehicle.

[0062] The control arm 100 has a tubular control arm body 101 formed from a tubular wall 103 with a curvature 105, in particular a first curvature 105. The control arm 100 is designed, in particular, as a rod-shaped tie rod with the curvature 105. The curvature 105 has an inner curvature 107 with an inner curvature radius 109 and an outer curvature 111 with an outer curvature radius 113.

[0063] During vehicle operation, a tensile stress acts on the handlebar 100, wherein the tensile stress acts on the handlebar 100 in particular along a longitudinal axis 115 of the tubular handlebar body 101. The longitudinal axis 115 extends from a first fastening element 127-1 on a first handlebar end 123-1 of the handlebar 100 to a second fastening element 127-2 on a second handlebar end 123-2 of the handlebar 100 facing away from the first handlebar end 123-1.

[0064] In order to ensure a more stable design of the handlebar 100 under high tensile loads and a long service life, an outer surface 117 of the tube wall 103 in the region of the inner curvature 107 has a residual compressive stress, in particular an axially directed residual compressive stress, which counteracts a tensile stress on the handlebar 100.

[0065] The pipe wall 103 has, in particular in the area of ​​the inner bend 107, a Fig. 1 only schematically shown wall area 119, which is closed by the outer surface 117, wherein the residual compressive stress penetrates the wall area 119.

[0066] In this case, the wall region 119 extends, in particular, radially into the pipe wall 103. A thickness of the wall region 119 is, in particular, less than a thickness of the pipe wall 103, in particular less than half, a third, or a quarter of the thickness of the pipe wall 103. In particular, the thickness of the wall region 119 is less than 50%, 40%, 20%, 10%, or 5% of the thickness of the pipe wall 103. The thickness of the pipe wall 103 is, in particular, between 1 mm and 20 mm, in particular between 2 mm and 12 mm.

[0067] By introducing residual compressive stress into the tubular wall 103 of the control arm 100, the mechanical properties, in particular the material properties, of the control arm 100 can be ensured even under large and long-term mechanical loads acting on the control arm 100. Due to movements of the wheel attached to the vehicle's wheel suspension, tensile stresses often act along an axial direction of the tubular control arm body 101, in particular along the longitudinal axis 115.

[0068] The residual compressive stress introduced into the tube wall 103 of the handlebar 100 counteracts the tensile stress acting on the tubular handlebar body 101 and thus reduces the mechanical loads acting on the handlebar 100 at high tensile stresses.

[0069] The inner radius of curvature 109 of the bend 105 is determined in particular as a function of the thickness of the pipe wall 103. Thus, for a given thickness of the pipe wall 103, the angle of curvature of the bend 105 and the associated inner radius of curvature 109 can be advantageously selected to ensure particularly effective absorption of tensile stresses acting on the handlebar 100.

[0070] In one embodiment, the yield strength of the tubular handlebar body 101 is at least 450 MPa, in particular at least 500 MPa, in particular at least 650 MPa. The yield strength describes the stress up to which the tubular handlebar body 101 does not exhibit permanent plastic deformation when subjected to tensile stress. Thus, the tubular handlebar body 101 can withstand particularly high tensile stresses.

[0071] In order to ensure a stable design of the handlebar 100 under high tensile loads, the outer surface 117 of the tube wall 103 further has a residual compressive stress, particularly in the area of ​​the outer curvature 111, which counteracts a tensile stress on the handlebar 100.

[0072] The pipe wall 103 has, in particular in the area of ​​the outer bend 111, a Fig. 1, which is only schematically illustrated, which is closed off by the outer surface 117, wherein the residual compressive stress penetrates the further wall region 121. In this case, the further wall region 121 extends, in particular at least in sections, radially into the pipe wall 103.

[0073] In addition to the introduction of the residual compressive stress in the area of ​​the inner curvature 107, the introduction of a residual compressive stress in the area of ​​the outer curvature 111 results in a particularly advantageous absorption of tensile stresses acting on the handlebar 100.

[0074] The residual compressive stress in the area of ​​the inner curvature 107 and the residual compressive stress in the area of ​​the outer curvature 111 are equal, in particular within a tolerance range of 25%.

[0075] The at least one residual compressive stress is set during or after the formation of the curvature 105 of the tubular handlebar body 101, in particular by plastic deformation of at least the outer surface 117 and / or the wall region 119 in the region of the inner curvature 107 and / or at least the outer surface 117 and / or the further wall region 121 in the region of the outer curvature 111.

[0076] Furthermore, the tubular handlebar body 101 has a first handlebar end 123-1 and a second handlebar end 123-2 facing away from the first handlebar end 123-1. A further bend 125 is formed in the tube wall 103 of the tubular handlebar body 101, wherein the further bend 125 is formed between the bend 105 and the second handlebar end 123-2 in the tube wall 103.

[0077] The curvature 105 and the further curvature 125 have, in particular, different curvature directions.

[0078] In particular, the pipe wall 103 is curved to different degrees in the area of ​​the bend 105 and in the area of ​​the further bend 125.

[0079] In particular, the wall region 119 and / or the further wall region 121 of the more strongly curved curve 105 has a residual compressive stress according to the invention.

[0080] In particular, that curvature 105, 125, or the wall region 119 and / or the further wall region 121 of that curvature 105, 125 has a compressive residual stress according to the invention which has the greatest distance 145 from the longitudinal axis 115 of the tubular handlebar body 101. In the Fig. 1, the distance 145 between the curvature 105 and the longitudinal axis 115 is greater than the distance 145 between the further curvature 125 and the longitudinal axis 115, so that the curvature 105 has a residual compressive stress according to the invention.

[0081] A first fastening element 127-1 for fastening the handlebar 100 to a chassis component of the vehicle is arranged at the first handlebar end 123-1. A second fastening element 127-2 for fastening the handlebar 100 to a chassis component of the vehicle is arranged at the second handlebar end 123-2.

[0082] The first and / or second fastening element 127-1, 127-2 has in particular a first and / or second ball head 128-1, 128-2, and in particular has a first and / or second fastening sleeve 129-1, 129-2, which surrounds the respective ball head 128-1, 128-2 at least in sections in order to ensure an effective fit of the ball head 128-1, 128-2 within the fastening element 127-1, 127-2. Due to the enclosing of the respective ball head 128-1, 128-2 by the respective fastening element 127-1, 127-2, the respective ball head 128-1, 128-2 is in the Fig. 1 selected representation is shown only schematically.

[0083] In this case, the first and / or second fastening element 127-1, 127-2 has in particular a Fig. 1, in which the respective ball head 128-1, 128-2 is received, in particular rotatably received. The first and / or second fastening element 127-1, 127-2 is in particular each formed as a one-piece body which has the ball head 128-1, 128-2. The ball head 128-1, 128-2 is arranged rigidly or elastically, in particular, within the respective fastening element 127-1, 127-2 in order to ensure a rigid or elastic connection between the control arm 100 and the chassis component.

[0084] To ensure effective attachment to the chassis component of the vehicle, the first and / or second fastening element 127-1, 127-2 have a first and / or second connecting pin 131-1, 131-2. The first connecting pin 131-1 extends along a first pin direction 133-1. The second connecting pin 131-2 extends along a second pin direction 133-2. Since the first connecting pin 131-1 extending along a first pin direction 133-1 is in the Fig. 1 selected representation extends behind the drawing plane, the first connecting pin 131-1 is in the Fig. 1 shown only schematically.

[0085] As from the Fig. 1, the first and second pin directions 133-1, 133-2 extend in particular at an angle to one another, wherein the angle is in particular between 60° and 120°, in particular 90°.

[0086] The ball heads 128-1, 128-2 and the connecting pins 131-1, 131-2 can be designed as two-part bodies, in particular within the respective fastening element 127-1, 127-2, wherein in particular the ball head 128-1, 128-2 is elastically mounted, and wherein in particular the respective connecting pin 131-1, 131-2 is rigidly mounted.

[0087] To accommodate the first fastening element 127-1, a first element receptacle is formed in the first handlebar end 123-1, which in particular has an internal thread into which an external thread of the first fastening element 127-1 is screwed. To accommodate the second fastening element 127-2, a second element receptacle is formed in the second handlebar end 123-2, wherein the second fastening element 127-2 is in particular pressed into the second element receptacle.

[0088] The handlebar 100 further has an outer diameter 135, which is constant in particular from the first handlebar end 123-1 to the second handlebar end 123-2.

[0089] Fig. Figure 2 shows a handlebar according to the first embodiment in a second view. Fig. The handlebar 100 shown in Figure 2 corresponds to the Fig. 1 according to the first embodiment. The handlebar 100 shown in Fig. The handlebar 100 shown in Figure 2 is here compared to the one shown in Fig. However, the handlebar 100 shown in Figure 1 is rotated by approximately 90° about an axis corresponding to the longitudinal axis 115.

[0090] The handlebar 100 has a tubular handlebar body 101, which is formed from a tube wall 103 with a curvature 105, in particular a first curvature 105, wherein the curvature 105 has an inner curvature 107 and an outer curvature 111.

[0091] The pipe wall 103 has, in particular in the area of ​​the inner bend 107, a Fig. 2 only schematically shown wall area 119, which is closed by the outer surface 117. In the Fig. In the illustration shown in Figure 2, the inner curvature 107 and the wall area 119 are visible.

[0092] The pipe wall 103 has, in particular in the area of ​​the outer bend 111, a Fig. 2 only schematically shown further wall area 121, which is closed by the outer surface 117. In the Fig. In the illustration shown in Figure 2, the outer curvature 111 and the further wall area 121 are concealed by the pipe wall 103 and for this reason are only shown schematically.

[0093] As already mentioned in relation to the Fig. 1, an outer surface 117 of the tube wall 103 in the region of the inner curvature 107 has a residual compressive stress which counteracts a tensile stress of the handlebar 100 extending along the longitudinal axis 115, wherein the residual compressive stress in particular penetrates the wall region 119.

[0094] As already mentioned in relation to the Fig. 1, an outer surface 117 of the tube wall 103 in the region of the outer curvature 111 has a residual compressive stress which counteracts a tensile stress of the handlebar 100 extending along the longitudinal axis 115, wherein the residual compressive stress also penetrates in particular the further wall region 121.

[0095] In the Fig. 2, the first connecting pin 131-1 of the first fastening element 127-1 extends along the first pin direction 133-1, and the second connecting pin 131-2 of the second fastening element 127-2 extends along a second pin direction 133-2. Since the second connecting pin 131-2 extending along the second pin direction 133-2 in the Fig. 2 selected representation extends behind the drawing plane, the second connecting pin 131-2 is in the Fig. 2 shown only schematically.

[0096] For further details of the Fig. 1 and Fig. 2 illustrated handlebar 100 according to the first embodiment, reference is made to the detailed explanations of the Fig. 1.

[0097] Fig. 3 shows a schematic representation of the handlebar according to the first embodiment in a sectional view. Fig. 3 shows a cross section of a tubular handlebar body 101 of a handlebar 100 through a bend 105 of the tubular handlebar body 101.

[0098] The tubular handlebar body 101 has a tubular wall 103, which is closed on an outer side of the tubular handlebar body 101 by an outer surface 117. The tubular wall 103 is closed on an inner side of the tubular handlebar body 101 by an inner surface 137.

[0099] The pipe wall 103 has a thickness 139 of the pipe wall 103, which extends from the outer surface 117 to the inner surface 137. The thickness 139 of the pipe wall 103 is in particular between 1 mm and 20 mm, in particular between 2 mm and 12 mm.

[0100] The one in the Fig. 3 in sectional view is shown schematically in the area of ​​the curvature 105 of the tubular handlebar body 101, wherein deviations in the shape of the tubular handlebar body 101 caused by the curvature 105 are not shown in the Fig. 3 are not shown.

[0101] The position of an inner curve 107 of the curve 105 and the position of an outer curve 111 of the curve 105 are shown in the Fig. 3 shown.

[0102] In order to ensure a more stable design of the handlebar 100 under high tensile loads, the outer surface 117 of the tube wall 103 in the area of ​​the inner curvature 107 has a residual compressive stress which counteracts a tensile stress on the handlebar 100.

[0103] The pipe wall 103 has, in particular in the area of ​​the inner bend 107, a Fig. 3 only schematically shown wall area 119, which is closed by the outer surface 117, whereby the residual compressive stress penetrates the wall area 119.

[0104] In this case, the wall region 119 extends radially from the outer surface 117 into the pipe wall 103. A thickness 141 of the wall region 119 is less than a thickness 139 of the pipe wall 103, in particular less than half, one-third, or one-quarter of the thickness 139 of the pipe wall 103.

[0105] The pipe wall 103 has, in particular in the area of ​​the outer bend 111, a Fig. 3, which is only schematically illustrated, which is closed off by the outer surface 117, wherein the residual compressive stress penetrates the further wall region 121. A further thickness 143 of the further wall region 121 is less than a thickness 139 of the pipe wall 103, in particular less than half, or one-third, or one-quarter of the thickness 139 of the pipe wall 103.

[0106] The introduction of the compressive residual stress in the further wall region 121 is optionally carried out in addition to the introduction of the compressive residual stress in the wall region 119. The compressive residual stress in the region of the inner curvature 107 and the compressive residual stress in the region of the outer curvature 111 are equal, in particular within a tolerance range of 25%.

[0107] In addition to the introduction of the residual compressive stress in the area of ​​the inner curvature 107, the introduction of a residual compressive stress in the area of ​​the outer curvature 111 results in a particularly advantageous absorption of tensile stresses acting on the handlebar 100.

[0108] Fig. 4 shows a schematic representation of the handlebar according to an embodiment not according to the invention in a sectional view. Fig. 4 represents analogous to the Fig. 3 is a sectional view of a handlebar 100 which differs from the embodiment according to Fig. 1 to 3 in that only the wall area 119 of the inner curvature 107 is subjected to residual compressive stress in order to optimize the service life of the handlebar 100. List of reference symbols 100 handlebars 101 Tubular handlebar body 103 Pipe wall 105 First Curvature 107 Internal curvature 109 Inner radius of curvature 111 Outer curvature 113 Outer radius of curvature 115 Longitudinal axis 117 Exterior surface 119 Wall area 121 Additional wall area 123-1 First handlebar end 123-2 Second handlebar end 125 Further curvature 127-1 First fastening element 127-2 Second fastening element 128-1 First ball head 128-2 Second ball head 129-1 First fastening sleeve 129-2 Second fastening sleeve 131-1 First connecting pin 131-2 Second connecting pin 133-1 First tenon direction 133-2 Second tenon direction 135 outer diameter 137 interior surface 139 Pipe wall thickness 141 Thickness of the wall area 143 Thickness of the further wall area 145 Distance between longitudinal axis and curvature

Claims

[1] Control arm (100) for a wheel suspension in a vehicle, comprising: a tubular handlebar body (101) formed from a tubular wall (103) with a curvature (105, 125), the curvature (105, 125) having an inner curvature (107) with an inner curvature radius (109) and an outer curvature (111) with an outer curvature radius (113), characterized by that an outer surface (117) of the tube wall (103) in the region of the inner curvature (107) has a residual compressive stress which counteracts a tensile stress acting on the handlebar (100) during the driving operation of the vehicle and absorbed by the handlebar (100), wherein the pipe wall (103) has a wall region (119) in the region of the inner curvature (107) which is closed off by the outer surface (117) and wherein the residual compressive stress is present in the wall region (119), wherein the wall region (119) penetrated by the residual compressive stress extends radially into the pipe wall (103), and wherein a thickness (141) of the wall region (119) is less than a thickness (139) of the pipe wall (103), and wherein the outer surface (117) in the region of the outer curvature (111) has a residual compressive stress which counteracts a tensile stress on the handlebar (100), wherein the tube wall (103) in the region of the outer curvature (111) has a further wall region (121) which is closed off by the outer surface (117) and wherein the residual compressive stress is present in the further wall region (121). [2] Handlebar (100) according to claim 1, wherein the residual compressive stress is directed at least axially. [3] Handlebar (100) according to one of the preceding claims, wherein the tube wall (103) has a thickness (139) between 1 mm and 20 mm. [4] Handlebar (100) according to one of the preceding claims, wherein a yield strength of the tubular handlebar body (101) is at least 450 MPa. [5] Handlebar (100) according to one of the preceding claims, wherein the handlebar (100) is designed as a tie rod, a steering rod, an axle guide, a coupling rod or another tubular chassis component with tensile and / or compressive stress for a wheel suspension in a vehicle. [6] Handlebar (100) according to one of the preceding claims, wherein the residual compressive stress in the region of the inner curvature (107) and the residual compressive stress in the region of the outer curvature (111) are equal within a tolerance range of 25%. [7] Handlebar (100) according to one of the preceding claims, wherein the residual compressive stress is adjusted during or after the formation of the curvature (105, 125) of the tubular handlebar body (101). [8] Handlebar (100) according to one of the preceding claims, wherein the residual compressive stress is adjusted by plastic deformation of at least the outer surface (117) in the region of the inner curvature (107) and / or in the region of the outer curvature (111). [9] Handlebar (100) according to one of the preceding claims, wherein the handlebar (100) has a first fastening element (127-1) for fastening the handlebar (100) to a chassis component or to a vehicle frame of the vehicle at a first handlebar end (123-1), and / or wherein the handlebar (100) has a second fastening element (127-2) for fastening the handlebar (100) to a chassis component or to a vehicle frame of the vehicle at a second handlebar end (123-2) facing away from the first handlebar end (123-1). [10] Handlebar (100) according to claim 9, wherein the first and / or second fastening element (127-1, 127-2) has a first and / or second ball head (128-1, 128-2), and / or wherein the first and / or second fastening element (127-1, 127-2) has a first and / or second fastening sleeve (129-1, 129-2), wherein the respective ball head (128-1, 128-2) is enclosed at least in sections. [11] Handlebar (100) according to one of claims 9 to 10, wherein the first and / or second fastening element (127-1, 127-2) has a first and / or second connecting pin (131-1, 131-2). [12] Handlebar (100) according to one of the preceding claims, wherein a first bend (105) and at least one further bend (125) are formed in the tube wall (103) of the tubular handlebar body (101), and wherein the further bend (125) is formed in the tube wall (103). [13] Handlebar (100) according to claim 12, wherein the first curvature (105) and the further curvature (125) have different directions of curvature, and / or wherein the first curvature (105) and the further curvature (125) are curved to different degrees. [14] Handlebar (100) according to claim 12 or 13, wherein the tubular handlebar body (101) has a longitudinal axis (115), wherein the residual compressive stress is present at least in that curvature (105, 125) in the region of the inner curvature (107) and / or in the region of the outer curvature (111) which has the greatest distance (145) from the longitudinal axis (115).

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