WO1998046470A2 - Method for producing an automobile impact-absorbing component - Google Patents

Method for producing an automobile impact-absorbing component Download PDF

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Publication number
WO1998046470A2
WO1998046470A2 PCT/DE1998/001048 DE9801048W WO9846470A2 WO 1998046470 A2 WO1998046470 A2 WO 1998046470A2 DE 9801048 W DE9801048 W DE 9801048W WO 9846470 A2 WO9846470 A2 WO 9846470A2
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WO
WIPO (PCT)
Prior art keywords
impact
absorbing
motor vehicle
absorbing element
producing
Prior art date
Application number
PCT/DE1998/001048
Other languages
German (de)
French (fr)
Other versions
WO1998046470A3 (en
Inventor
Wolfgang Streubel
Udo Klasfausweh
Wulf HÄRTEL
Original Assignee
Benteler Ag
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Benteler Ag filed Critical Benteler Ag
Priority to EP98931912A priority Critical patent/EP0904226A1/en
Publication of WO1998046470A2 publication Critical patent/WO1998046470A2/en
Publication of WO1998046470A3 publication Critical patent/WO1998046470A3/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D21/00—Understructures, i.e. chassis frame on which a vehicle body may be mounted
    • B62D21/15—Understructures, i.e. chassis frame on which a vehicle body may be mounted having impact absorbing means, e.g. a frame designed to permanently or temporarily change shape or dimension upon impact with another body
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B21—MECHANICAL METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL; PUNCHING METAL
    • B21C—MANUFACTURE OF METAL SHEETS, WIRE, RODS, TUBES OR PROFILES, OTHERWISE THAN BY ROLLING; AUXILIARY OPERATIONS USED IN CONNECTION WITH METAL-WORKING WITHOUT ESSENTIALLY REMOVING MATERIAL
    • B21C23/00—Extruding metal; Impact extrusion
    • B21C23/02—Making uncoated products
    • B21C23/04—Making uncoated products by direct extrusion
    • B21C23/14—Making other products
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B23—MACHINE TOOLS; METAL-WORKING NOT OTHERWISE PROVIDED FOR
    • B23P—METAL-WORKING NOT OTHERWISE PROVIDED FOR; COMBINED OPERATIONS; UNIVERSAL MACHINE TOOLS
    • B23P13/00—Making metal objects by operations essentially involving machining but not covered by a single other subclass
    • B23P13/04—Making metal objects by operations essentially involving machining but not covered by a single other subclass involving slicing of profiled material
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/24—Arrangements for mounting bumpers on vehicles
    • B60R19/26—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means
    • B60R19/34—Arrangements for mounting bumpers on vehicles comprising yieldable mounting means destroyed upon impact, e.g. one-shot type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D29/00—Superstructures, understructures, or sub-units thereof, characterised by the material thereof
    • B62D29/008—Superstructures, understructures, or sub-units thereof, characterised by the material thereof predominantly of light alloys, e.g. extruded

Definitions

  • the invention relates to a component for motor vehicles for converting impact energy.
  • DE 43 00 284 AI counts a motor vehicle component for converting the impact energy transmitted to a motor vehicle in the event of an impact into the prior art.
  • a shock energy damper is incorporated as a safety element between the bumper and the frame of a motor vehicle.
  • the shock energy damper consists essentially of two concentrically interconnected tubes. The two pipes are designed so that they collide in the event of an impact and the impact energy is converted by deformation of the pipes.
  • shock absorbers are considered disadvantageous.
  • automotive components such as chassis and body parts
  • the invention is therefore based on the object of rationalizing the production of shock-absorbing components for motor vehicles in terms of production technology and of making it more economical overall.
  • a starting material heated to the forming temperature is first formed into a profile strand and this is then divided into impact elements as required.
  • AlMgSi alloy is considered to be particularly advantageous. This allows a high pressing speed and the realization of complicated profiles, especially hollow profiles with small wall thicknesses. It also has very good corrosion resistance.
  • Aluminum-lithium alloys also contribute to the desired weight reduction due to their low density. With aluminum-lithium alloys, which have a Li content of around 2.5%, a density reduction of almost 10% is achieved. At the same time, the modulus of elasticity increases by around 10%, which enables a further weight reduction of the component.
  • the method according to the invention enables a rational and economical production of impact elements for motor vehicles which have a high degree of convertibility for impact energy.
  • the impact elements have a simple structure, and their technical cut can be adapted to the particular circumstances and requirements of a motor vehicle.
  • connection openings for fixing the impact elements in the motor vehicle after they have been manufactured.
  • the connection openings are particularly expediently produced when pressing the profile strand, as provided in claim 2. This further rationalizes manufacturing.
  • the extruded profile with cavities and inner struts is pressed.
  • the weight of the motor vehicle components can be significantly reduced and the energy absorption or conversion capacity can be increased.
  • the rigidity of the motor vehicle component can be adjusted according to requirements.
  • the method according to the invention allows the production of impact elements in only two main work steps. Overall, the motor vehicle components are efficient and therefore inexpensive to manufacture.
  • the weight saving compared to motor vehicle components made of steel pipes enables a further reduction in the total weight of a motor vehicle. This makes a contribution to reducing fuel consumption and pollutant emissions.
  • the shape and design of the impact elements can be matched to the respective specific requirements of a motor vehicle type, for example with regard to energy absorption capacity, geometry requirements and static load capacity, in a simple manner.
  • the force or shock absorption capacity can be determined by internal struts, a honeycomb structure or a change in wall thickness or geometry.
  • FIGS. 1 and 2 The invention is described in more detail below with reference to two embodiments of an impact element shown in FIGS. 1 and 2.
  • FIGS. 1 and 2 show two embodiments of a component 1 and 2 for converting impact energy in motor vehicles in the form of impact elements 3 and 4, which are divided from a pressed profile strand.
  • a starting material is first heated to the forming temperature and pressed into a profile strand.
  • the longitudinal extension of a profile strand is indicated by the arrow L in component 1.
  • the profile strand is divided into impact elements with the appropriate dimensions, as required.
  • Connection openings 5, 6 for fixing the impact elements 3, 4 in the motor vehicle have been produced when pressing the profile strand.
  • the impact elements 3, 4 have cavities 7-10 and inner struts 11-14. As a result, the weight of the impact elements 3, 4 is reduced and the energy absorption capacity is increased.
  • the struts 11-14 ensure sufficient vehicle-specific rigidity.
  • the impact elements 3, 4 according to the invention can be produced efficiently in only two main work steps. This results in great time and cost savings. With the method according to the invention, impact elements of the most varied configuration with high energy absorption capacity can be produced, and in fact with less weight than known motor vehicle components.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Architecture (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)
  • Body Structure For Vehicles (AREA)

Abstract

The invention relates to a method for producing a component designed to transform impact energy in a motor vehicle, wherein a starting material which is initially heated to forming temperature is shaped in the form of a profiled bar, which is then divided into impact-absorbing elements (3) as required. This procedure enables rational and economical production of the impact-absorbing elements (3). Practically all desired geometrical designs for an impact-absorbing element (3) can be realized depending on specific vehicle requirements. Connecting holes (5) to fix the impact-absorbing element (3) to the vehicle are produced during pressing. The impact-absorbing element (3) has hollow cavities (7, 8) and inner braces (11, 12), thereby enabling considerable weight reduction while preserving functional impact-absorbing capacity of the impact-absorbing element (3).

Description

Verfahren zur Herstellung eines stoßabsorbierenden KraftfahrzeugbauteilsMethod for producing a shock-absorbing motor vehicle component
Die Erfindung betrifft einen Bauteil für Kraftfahrzeuge zur Umwandlung von Stoßenergie .The invention relates to a component for motor vehicles for converting impact energy.
Durch die DE 43 00 284 AI zählt ein Kraftfahrzeugbauteil zur Umwandlung der bei einem Aufprall auf ein Kraftfahrzeug übertragenen Stoßenergie zum Stand der Technik. Ein solcher Stoßenergiedämpfer wird als Sicherheitsglied zwischen der Stoßstange und dem Rahmen eines Kraftfahrzeugs eingeglieder . Der Stoßenergiedämpfer besteht im wesentlichen aus zwei konzentrisch ineinandergefügten Rohren. Die beiden Rohre sind so ausgelegt, daß sie sich bei einem Aufprall ineinanderschieben und die Stoßenergie durch eine Verformung der Rohre umgewandelt wird.DE 43 00 284 AI counts a motor vehicle component for converting the impact energy transmitted to a motor vehicle in the event of an impact into the prior art. Such a shock energy damper is incorporated as a safety element between the bumper and the frame of a motor vehicle. The shock energy damper consists essentially of two concentrically interconnected tubes. The two pipes are designed so that they collide in the event of an impact and the impact energy is converted by deformation of the pipes.
Wegen ihres Gewichts , insbesondere aber wegen ihres Fertigungsaufwands , werden solche Stoßenergiedämpfer als nachteilig angesehen. Grundsätzlich unterliegen Kraftfahrzeugbauteile, wie Fahrwerks- und Karosserieteile, höchsten Anforderungen hinsichtlich ihres Festigkeits- und Belastungsverhaltens. Da sie teilweise extremen statischen und dynamischen Betriebslasten ausgesetzt sind, müssen sie hohe Sicherheitsstandards erfüllen. Gleichzeitig ist man aber auch bestrebt, die Kraftfahrzeugteile möglichst leicht und rationell zu bauen. Durch eine Gewichtsreduktion ist eine Verringerung des Materialbedarfs, des Kraftstoffverbrauchs und der Schadstoffemission möglich.Because of their weight, but especially because of their production costs, such shock absorbers are considered disadvantageous. Basically, automotive components, such as chassis and body parts, are subject to the highest requirements with regard to their strength and load behavior. As they are sometimes exposed to extreme static and dynamic operating loads, they have to meet high safety standards. At the same time, however, efforts are also being made to build the motor vehicle parts as lightly and efficiently as possible. Weight reduction enables a reduction in material requirements, fuel consumption and pollutant emissions.
Der Erfindung liegt daher ausgehend vom Stand der Technik die Aufgabe zugrunde, die Herstellung von stoßabsorbierenden Bauteilen für Kraftfahrzeuge fertigungstechnisch zu rationalisieren und insgesamt wirtschaftlicher zu gestalten .Based on the prior art, the invention is therefore based on the object of rationalizing the production of shock-absorbing components for motor vehicles in terms of production technology and of making it more economical overall.
Die Lösung dieser Aufgabe besteht nach der Erfindung in den im kennzeichnenden Teil des Anspruchs 1 aufgeführten Merkmalen.This object is achieved according to the invention in the features listed in the characterizing part of claim 1.
Danach wird zunächst ein auf Umformtemperatur erwärmtes Ausgangsmaterial zu einem Profilstrang geformt und dieser anschließend in bedarfsgerechte Aufprallelemente geteilt.Thereafter, a starting material heated to the forming temperature is first formed into a profile strand and this is then divided into impact elements as required.
Als Ausgangsmaterial können unterschiedliche Werkstoffe zum Einsatz gelangen. Wegen ihres geringen spezifischen Gewichts und ihrer Festigkeitseigenschaften bietet sich Aluminium, Aluminiumlegierungen, Mangan, Titan oder Kunststoff an.Different materials can be used as the starting material. Because of their low specific weight and strength properties, aluminum, aluminum alloys, manganese, titanium or plastic are ideal.
Als besonders vorteilhaft wird eine AlMgSi-Legierung angesehen. Diese erlaubt eine hohe Preßgeschwindigkeit und die Realisierung komplizierter Profile, insbesondere Hohlprofile mit geringen Wanddicken. Ferner weist sie eine sehr gute Korrosionsbeständigkeit auf. Auch Aluminium-Lithium-Legierungen tragen wegen ihrer geringen Dichte zur gewünschten Gewichtsverminderung bei . Mit Aluminium-Lithium-Legierungen, die Li-Gehalte um 2,5 % aufweisen, wird eine Dichtereduzierung von fast 10 % erzielt. Gleichzeitig erhöht sich der E-Modul um rund 10 %, wodurch eine weitere Gewichtsreduzierung des Bauteils ermöglicht wird.An AlMgSi alloy is considered to be particularly advantageous. This allows a high pressing speed and the realization of complicated profiles, especially hollow profiles with small wall thicknesses. It also has very good corrosion resistance. Aluminum-lithium alloys also contribute to the desired weight reduction due to their low density. With aluminum-lithium alloys, which have a Li content of around 2.5%, a density reduction of almost 10% is achieved. At the same time, the modulus of elasticity increases by around 10%, which enables a further weight reduction of the component.
Möglich ist auch der Einsatz von Verbundwerkstoffen, bei denen Fasern in eine Aluminium-Matrix eingebettet sind.It is also possible to use composite materials in which fibers are embedded in an aluminum matrix.
Das erfindungsgemäße Verfahren ermöglicht eine rationelle und wirtschaftliche Fertigung von Aufprallelementen für Kraftfahrzeuge, welche ein hohes Maß an Umwandlungsvermögen für Stoßenergie besitzen.The method according to the invention enables a rational and economical production of impact elements for motor vehicles which have a high degree of convertibility for impact energy.
Die Aufprallelemente sind einfach aufgebaut, wobei ihr technischer Zuschnitt auf die jeweiligen Gegebenheiten und Anforderungen eines Kraftfahrzeugs abstimmbar ist.The impact elements have a simple structure, and their technical cut can be adapted to the particular circumstances and requirements of a motor vehicle.
Grundsätzlich ist es möglich, die Anschlußöffnungen zur Festlegung der Aufprallelemente im Kraftfahrzeug nach deren Fertigung herzustellen. Besonders zweckmäßig werden die Anschlußöffnungen beim Pressen des Profilstrangs hergestellt, wie dies Anspruch 2 vorsieht. Hierdurch wird eine weitere Rationalisierung der Fertigung erreicht.In principle, it is possible to produce the connection openings for fixing the impact elements in the motor vehicle after they have been manufactured. The connection openings are particularly expediently produced when pressing the profile strand, as provided in claim 2. This further rationalizes manufacturing.
Nach den Merkmalen des Anspruchs 3 wird das Strangprofil mit Hohlräumen und inneren Verstrebungen gepreßt. Auf diese Weise kann das Gewicht der Kraftfahrzeugbauteile erheblich reduziert und das Energieabsorptions- bzw. -Umwandlungsvermögen gesteigert werden. Darüberhinaus kann die Steifigkeit des Kraftfahrzeugbauteils anforderungsgerecht eingestellt werden. Das erfindungsgemäße Verfahren erlaubt die Herstellung von Aufprallelementen in nur zwei Hauptarbeitsgängen. Insgesamt sind die Kraftfahrzeugbauteile rationell und damit kostengünstig herzustellen. Die Gewichtseinsparung gegenüber Kraftfahrzeugbauteilen aus Stahlrohren ermöglicht eine weitere Verringerung des Gesamtgewichts eines Kraftfahrzeugs . Damit wird ein Beitrag zur Senkung des Kraftstoffverbrauchs und der Schadstoffemission geleistet .According to the features of claim 3, the extruded profile with cavities and inner struts is pressed. In this way, the weight of the motor vehicle components can be significantly reduced and the energy absorption or conversion capacity can be increased. In addition, the rigidity of the motor vehicle component can be adjusted according to requirements. The method according to the invention allows the production of impact elements in only two main work steps. Overall, the motor vehicle components are efficient and therefore inexpensive to manufacture. The weight saving compared to motor vehicle components made of steel pipes enables a further reduction in the total weight of a motor vehicle. This makes a contribution to reducing fuel consumption and pollutant emissions.
Die Form und Ausführung der Aufprallelemente kann in einfacher Weise auf die jeweiligen spezifischen Anforderungen eines Kraftfahrzeugtyps, beispielsweise hinsichtlich Energieaufnahmevermögen, Geometrieanforderungen und statischer Belastbarkeit, funktionsgerecht abgestimmt werden. Das Kraft- bzw. Stoßaufnahmevermögen kann durch innere Verstrebungen, eine Wabenstruktur oder eine Wanddicken- bzw. Geometrieänderung bestimmt werden.The shape and design of the impact elements can be matched to the respective specific requirements of a motor vehicle type, for example with regard to energy absorption capacity, geometry requirements and static load capacity, in a simple manner. The force or shock absorption capacity can be determined by internal struts, a honeycomb structure or a change in wall thickness or geometry.
Die Erfindung ist nachfolgend anhand zweier in den Figuren 1 und 2 dargestellten Ausführungsformen eines Auf- prallelements näher beschrieben.The invention is described in more detail below with reference to two embodiments of an impact element shown in FIGS. 1 and 2.
Die Figuren 1 und 2 zeigen zwei Ausführungsformen eines Bauteils 1 bzw. 2 zur Umformung von Stoßenergie in Kraftfahrzeugen in Form von aus einem gepreßten Profilstrang abgeteilter Aufprallelemente 3 bzw. 4.FIGS. 1 and 2 show two embodiments of a component 1 and 2 for converting impact energy in motor vehicles in the form of impact elements 3 and 4, which are divided from a pressed profile strand.
Bei der Herstellung ist zunächst ein Ausgangsmaterial auf Umformtemperatur erwärmt und zu einem Profilstrang gepreßt worden. Die Längserstreckung eines Profilstrangs ist beim Bauteil 1 durch den Pfeil L gekennzeichnet.During production, a starting material is first heated to the forming temperature and pressed into a profile strand. The longitudinal extension of a profile strand is indicated by the arrow L in component 1.
Im anschließenden Arbeitsgang wird der Profilstrang in bedarfsgerechte Aufprallelemente mit entsprechenden Abmessungen geteilt. Anschlußöffnungen 5, 6 zur Festlegung der Aufprallelemente 3 , 4 im Kraftfahrzeug sind beim Pressen des Profilstrangs hergestellt worden.In the subsequent operation, the profile strand is divided into impact elements with the appropriate dimensions, as required. Connection openings 5, 6 for fixing the impact elements 3, 4 in the motor vehicle have been produced when pressing the profile strand.
Die Aufprallelemente 3, 4 weisen Hohlräume 7-10 und in- nere Verstrebungen 11-14 auf. Hierdurch ist das Gewicht der Aufprallelemente 3, 4 reduziert und das Energieabsorptionsvermögen gesteigert. Die Verstrebungen 11-14 gewährleisten eine ausreichende fahrzeugspezifische Stei- figkeit .The impact elements 3, 4 have cavities 7-10 and inner struts 11-14. As a result, the weight of the impact elements 3, 4 is reduced and the energy absorption capacity is increased. The struts 11-14 ensure sufficient vehicle-specific rigidity.
Die Herstellung der erfindungsgemäßen Aufprallelemente 3, 4 ist rationell in nur zwei Hauptarbeitsschritten möglich. Hierdurch ergibt sich eine große Zeit- und Kostenersparnis. Mit dem erfindungsgemäßen Verfahren können Aufprallelemente unterschiedlichster Konfiguration mit hohem Energieabsorptionsvermögen hergestellt werden, und zwar bei gegenüber bekannten Kraftfahrzeugbauteilen geringerem Gewicht . The impact elements 3, 4 according to the invention can be produced efficiently in only two main work steps. This results in great time and cost savings. With the method according to the invention, impact elements of the most varied configuration with high energy absorption capacity can be produced, and in fact with less weight than known motor vehicle components.
BezugszeichenaufStellungReference numerals
1 - Bauteil1 - component
2 - Bauteil2 - component
3 - Aufprallelement3 - impact element
4 - Aufprallelement4 - impact element
5 - Anschlußöffnung5 - Port opening
6 - Anschlußöffnung6 - connection opening
7 - Hohlraum7 - cavity
8 - Hohlraum8 - cavity
9 - Hohlraum9 - cavity
10 - Hohlraum10 - cavity
11 - Verstrebung11 - strut
12 - Verstrebung12 - strut
13 - Verstrebung13 - strut
14 - Verstrebung14 - strut
L - Pfeil L - arrow

Claims

Patentansprüche claims
1. Verfahren zur Herstellung eines Bauteils zur Umwandlung von Stoßenergie in Kraftfahrzeugen, d a d u r c h g e k e n n z e i c h n e t, daß zunächst ein auf Umformtemperatur erwärmtes Ausgangsmaterial zu einem Profilstrang geformt und dieser anschließend in bedarfsgerechte Aufprallelemente (3, 4) geteilt wird.1.Procedure for the production of a component for converting impact energy in motor vehicles, so that a starting material heated to the forming temperature is first formed into a profile strand and this is then divided into impact elements (3, 4) as required.
2. Verfahren nach Anspruch 1, d a d u r c h g e k e n n z e i c h n e t, daß Anschlußöffnungen (5, 6) zur Festlegung der Aufprallelemente (3, 4) im Kraftfahrezug beim Pressen des Profilstrangs hergestellt werden.2. The method according to claim 1, d a d u r c h g e k e n n z e i c h n e t that connection openings (5, 6) for fixing the impact elements (3, 4) are made in the motor vehicle when pressing the profile strand.
3. Verfahren nach Anspruch 1 oder 2, d a d u r c h g e k e n n z e i c h n e t, daß der Profilstrang mit Hohlräumen (7-10) und inneren Verstrebungen (11-14) gepreßt wird. 3. The method of claim 1 or 2, d a d u r c h g e k e n n z e i c h n e t that the profile strand with cavities (7-10) and inner struts (11-14) is pressed.
PCT/DE1998/001048 1997-04-11 1998-04-14 Method for producing an automobile impact-absorbing component WO1998046470A2 (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
EP98931912A EP0904226A1 (en) 1997-04-11 1998-04-14 Method for producing an automobile impact-absorbing component

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19715308A DE19715308C2 (en) 1997-04-11 1997-04-11 Method for producing a shock-absorbing impact carrier element for converting impact energy in motor vehicles
DE19715308.9 1997-04-11

Publications (2)

Publication Number Publication Date
WO1998046470A2 true WO1998046470A2 (en) 1998-10-22
WO1998046470A3 WO1998046470A3 (en) 1999-01-21

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EP (1) EP0904226A1 (en)
CZ (1) CZ409698A3 (en)
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WO (1) WO1998046470A2 (en)

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DE19915237A1 (en) * 1999-04-03 2000-10-05 Volkswagen Ag Deformation element, useful as a crash or impact absorber element, consists of a ductile, energy absorbent lithium or preferably magnesium alloy
DE19943207A1 (en) * 1999-09-09 2001-04-19 Benteler Werke Ag Impact absorbers for motor vehicles
NO20003555L (en) * 2000-07-10 2002-01-11 Norsk Hydro As Process for the preparation of structural elements and the resulting elements
DE102004011659A1 (en) * 2003-04-05 2004-11-11 Daimlerchrysler Ag Variable drive for camshaft
ITVR20040115A1 (en) * 2004-07-14 2004-10-14 Gianfranco Natali METHOD OF OPTIMIZATION OF AN EXTRUSION PROCEDURE OF AN ALUMINUM PROFILE
CN101268255B (en) 2005-09-23 2010-09-08 诺伊曼尔·泰克福尔控股有限公司 Changeable driving device for camshaft
DE102009020094A1 (en) * 2009-05-06 2010-11-11 Bayerische Motoren Werke Aktiengesellschaft Method for producing levers for valve actuation in a valve train of a motor vehicle internal combustion engine

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Publication number Priority date Publication date Assignee Title
DE4300284A1 (en) 1992-07-08 1994-01-13 Suspa Compart Ag Impact damper attached to vehicle bumper - comprises inner and outer tubes being joined by engaging bulges in each and being filled by weld seam section

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CZ409698A3 (en) 1999-04-14
EP0904226A1 (en) 1999-03-31
DE19715308A1 (en) 1998-10-22
WO1998046470A3 (en) 1999-01-21
DE19715308C2 (en) 2001-06-13

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