CA2305343A1 - Protective bar for vehicle door - Google Patents
Protective bar for vehicle door Download PDFInfo
- Publication number
- CA2305343A1 CA2305343A1 CA002305343A CA2305343A CA2305343A1 CA 2305343 A1 CA2305343 A1 CA 2305343A1 CA 002305343 A CA002305343 A CA 002305343A CA 2305343 A CA2305343 A CA 2305343A CA 2305343 A1 CA2305343 A1 CA 2305343A1
- Authority
- CA
- Canada
- Prior art keywords
- protective bar
- flange
- bonding
- protective
- bar
- Prior art date
- Legal status (The legal status 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 status listed.)
- Abandoned
Links
- 230000001681 protective effect Effects 0.000 title claims abstract description 52
- 229910000831 Steel Inorganic materials 0.000 claims abstract description 33
- 239000010959 steel Substances 0.000 claims abstract description 33
- 239000000853 adhesive Substances 0.000 claims abstract description 25
- 230000001070 adhesive effect Effects 0.000 claims abstract description 25
- 229910000734 martensite Inorganic materials 0.000 claims abstract description 16
- 239000004593 Epoxy Substances 0.000 claims description 3
- 229920006332 epoxy adhesive Polymers 0.000 claims description 2
- 238000004519 manufacturing process Methods 0.000 claims 1
- 238000009434 installation Methods 0.000 abstract description 2
- 238000003466 welding Methods 0.000 description 6
- 238000000034 method Methods 0.000 description 5
- 239000000463 material Substances 0.000 description 4
- 238000010438 heat treatment Methods 0.000 description 3
- 230000013011 mating Effects 0.000 description 2
- 239000012790 adhesive layer Substances 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- XAGFODPZIPBFFR-UHFFFAOYSA-N aluminium Chemical compound [Al] XAGFODPZIPBFFR-UHFFFAOYSA-N 0.000 description 1
- 229910052782 aluminium Inorganic materials 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 230000007613 environmental effect Effects 0.000 description 1
- 239000010410 layer Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
- B60J5/00—Doors
- B60J5/04—Doors arranged at the vehicle sides
- B60J5/042—Reinforcement elements
- B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
- B60J5/0437—Elongated type elements, e.g. beams, cables, belts or wires characterised by the attachment means to the door, e.g. releasable attachment means
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
- B60J5/00—Doors
- B60J5/04—Doors arranged at the vehicle sides
- B60J5/042—Reinforcement elements
- B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
- B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
- B60J5/0443—Beams
- B60J5/0444—Beams characterised by a special cross section
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
- B60J5/00—Doors
- B60J5/04—Doors arranged at the vehicle sides
- B60J5/042—Reinforcement elements
- B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
- B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
- B60J5/0443—Beams
- B60J5/0447—Beams formed of several elements arranged in parallel
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Automobile Manufacture Line, Endless Track Vehicle, Trailer (AREA)
- Body Structure For Vehicles (AREA)
Abstract
A protective bar system (10) for installation within a vehicle door (12) including an elongate protective bar (22) having a substantially hat shaped configuration (24, 26, 28, 30, 32) in cross section. The protective bar is fabricated from a martensitic steel. A first flange (34) is secured to a first end of the bar and a second flange (36) is secured to a second end of the bar utilizing a structural adhesive (56). Curing of the adhesive at a specified temperature of less than 350 degrees F prevents unwanted deformation of the martensitic steel bar. The flanges each further include a flattened end portion which are secured to the front and rear portions (18, 20) of the door panel, respectively.
Description
Cross-Reference to R -tatpd~ ' atin The present application claims priority of provisional application Serial No. 60/061,103, filed October 3, 1997, and titled Protective Bar For Vehicle Door.
Technical Field The present invention relates generally to protective bars for vehicles and more specifically to a roll formed martensitic steel protective bar with flanges bonded to the protective bar using structural adhesive.
Background of tl~e Invention Protective bars for vehicles are generally known and are necessary for protecting vehicle occupants during a crash. A protective bar for a vehicle must have sufficient strength to adequately protect the passengers of the vehicle during the crash. At the same time, it is desirable to design the bar for a specific yield or failure point so that crash loads can be dynamically absorbed.
As with all automotive components, it is also desirable that the protective bar be low in weight and cost. A typical protective bar consists of a tubular bar positioned from front to rear in a vehicle door. Brackets for interconnecting the bar and the door are typically welded to the ends of the tubular bar. Many prior art tubular steel protective bars suffer from the limitation that they are heavy arl~ it is difficult to control the yield or failure point of the bar.
U.S. Patent No. 5,232,261, issued to Kuroda et al., discloses an example of a door impact beam for an automobile which includes a rectangular cross sectional shaped and internally hollowed heat treated steel member and which includes rounded edges. Attachment portions are provided at two opposite ends of the heat treated steel body and are welded respectively to the beam body as well as to the front and rear portions of the door panel.
A further example of a vehicle door intrusion beam is illustrated in U.S. Patent No. 5,580,120, issued to Nees et al., and which shows a hollow cross sectional configuration formed by a single piece of material by roll forming a tubular blank to a closed I-beam cross-sectional configuration.
First and second mounting plates are arrayed at the opposite ends of the elongate beam and are likewise secured by welding.
Summary of the Present Invention The present invention is a protective bar system for installation within a vehicle, and most particularly a vehicle door. A protective bar is provided and is constructed of a roll formed steel material. Martensitic steel is a desirable material for protective bars due to its high strength. It is preferable to form martensitic steel by roll forming; since the process is fast, and does not require large, complicated equipment. It has further been determined that hot stamping of martensitic steel is fairly expensive to accomplish and often results in thinning of the material, with adverse structural consequences.
The elongate protective bar exhibits a substantially "U" shaped cross section and further includes first and second oppositely extending flange portions extending from the cross sectionally "U" shaped body. Secured to a first end of the protective bar is a first flange and secured to a second end of the protective bar is a second flange. The first and second flanges are likewise constructed with a substantially "U" shaped cross section and with oppositely and outwardly extending portions for receiving the ends of the elongate bar in matingly engaging fashion. The flanges each further include substantially flattened Cnds for securing to front and rear portions of the door panels.
A structural adhesive secures the first and second flanges to the matingly engaging ends of the protective bar and is a novel improvement over prior art welding techniques which often result in the roll formed martensitic steel deforming when flanges are welded thereto. It has also been found that welding techniques employed with martensitic steel will result in a delayed deformation after some time, this causing a resultant deformation of a vehicle door to which the protective bar has been attached. The substantially flattened ends of the first and second flanges may themselves be secured to front and rear portions of the door panel either by welding or by the use of additional structural adhesives.
Reference will now be made to the attached drawings, when read in combination with the following specification, wherein like reference numerals refer to like parts throughout the several views, and in which:
Figure 1 is an environmental view of the protective bar system mounted within a conventional vehicle door according to the present invention;
Figure 2 is an enlarged view of the protective bar system as illustrated in Figure 1 according to the present invention;
Figure 3 is a side view of the protective bar system illustrated in Figures 1 and 2 according to the present invention;
Figure 4 is a cross-sectional view of the bar system of Figure 2 taken along lines 4-4; and Figure 5 is a cross-sectional view of the bar system of Figure 2 taken along lines 5-5.
Detailed Descriution of the Drawings Referring now to the figures, a protective bar system according to the present invention is generally shown at 10 for use with a conventional vehicle door 12. The vehicle door 12 is constructed in a conventional manner and typically includes an outer panel 14, a spaced apart inner panel 16, a front portion 18~ and a rear portion 20. It is understood however that the protective bar system according to the present invention may further be utilized with any other conventional portion of a vehicle, such as its undercarriage, roof or rear side, or with any other type of enclosure in which the provision of an impact resistant member would be advantageous.
The bar system includes an elongate and roll formed steel bar 22 which, viewed in cross section, has a substantially modified "U" shaped or hat shaped configuration with a flat base 24, a first upwardly extending side 26, a second upwardly extending side 28, a first flange portion 30 extending from an upper edge of the first upwardly extending side 26 and a second flange portion 32 extending in opposite fashion from the first flange portion 30 and from an upper edge of the second upwardly extending side 26. The first and second flange portions 30 and 32 preferably extend in substantially perpendicular fashion from the upwardly extending sides 26 and 28 and in parallel fashion relative to the flat base 24, however it is understood that cross sectional shape of the bar 22 can be modified to a substantially "V" shape or other configuration according to strength requirements and without departing from the scope of the invention. The bar is preferably formed of a martensitic steel preferably of a grade between 190 to 220 and a thickness of 2.0 mils and such is available from the Inland Steel Company among others. Within the context of this disclosure, it is to be understood that martensitic steel is a high strength roll formable steel which includes martensitic therein. It is further understood that other types of high strength steel may also be utilized in the protective bar system according to the present invention.
A first flange 34 is adhesively bonded to one end and a second flange 36 adhesively bonded to the other end of the bar 22. The first and second flanges 34 and 36 are shaped to nest with the ends of the steel bar 22 as best shown in Figure 4. Specifically, referring again to Figure 4, which is the cutaway view showing first flange 34 in nesting arrangement with associated end of steel bar 22, first flange 34 includes a mating flat base 38, a first side 40, a second side 42, a first outwardly extending flange portion 44 and a second outwardly extending flange portion 46. The flat base 38, first and second sides 40 and 42 and first and second outwardly extending flange portions 44 and 46 are matingly engaged with the corresponding surfaces 24, 26, 28, 30 and 32 of the steel bar 22 as viewed in cross section. The first flange 34 further includes first and second downwardly extending end portions 48 and 50 which extend from the first and second outwardly extending flange portions 44 and 46, respectively, and cover the terminating edges of the opposite extending flange portions 30 and 32 when viewed from the side. The second flange 36 is constructed identically to the first flange 34 such that it will matingly engage with the opposite end of the steel bar 22.
The flanges 34 and 36 are preferably stamped steel and are shaped, at corresponding flattened ends 52 and 54, to conform to mounting surfaces on the 5 front and rear portions 18 and 20 of the vehicle door 12. Different brackets and 16 may also be used depending upon the application. The steel bar 22 has a uniform cross-section and therefore by using the steel bar 22 in combination with a variety of flanges 34 and 36, the steel bar 22 can mate with a variety of vehicle surfaces.
The flanges are adhesively bonded to the steel bar 22 using a layer of structural adhesive 56. Within the context of this disclosure, structural adhesives are understood to include high strength adhesives having a yield strength in a shear of at least 2000 pounds per square inch. Preferably, the structural adhesive 56 is a two part epoxy with a yield strength in shear of at least 2067 pounds per square inch according to specified requirements and typically of a value greater than 3000 pounds per square inch. Such adhesives are available from The 3-M Corporation and an example is the two part epoxy adhesive 5047 which is formulated for hem flange bonding applications on aluminum, steel or the like.
To form the bar 22, martensitic steel is roll formed into the substantially "U" shaped configuration with first and second flange portions 30 and 32 extending'~thherefrom. This cross-sectional shape provides high strength and the additional mating surface area of the flange portions 30 and 32 provide a large bonding region for the structural adhesive layer 56 as best shown in Figure 4.
Roll forming is generally limited to forming pieces without closed sections.
Therefore, an open hat channel or "U" shaped configuration is easily formed.
After the flanges 34 and 36 are attached through the use of the structural adhesive, curing is accomplished by moderate heating of the adhesive, typically to a temperature of less than 350°F. Such temperatures will not deform the martensitic bar since they do not reach the higher temperatures otherwise accomplished by conventional welding techniques or the like.
Heating may be accomplished by baking the unit in an oven, or by passing an electrical current through the adhesive so as to cause resistive heating in the area of the adhesive. In some instances, room temperature curing adhesives may be employed. It is also envisioned that the flattened ends 52 and 54 of the flanges 34 and 36 may also be secured to the front and rear portions 18 and 20 through use of a structural adhesive as well as being secured by conventional mounting techniques such as welding or the like.
In view of the teaching presented herein, other modifications and variations of the present inventions will be readily apparent to those of skill in the art. The foregoing drawings, discussion and description are illustrative of several embodiments of the present invention; but are not meant to be limitations on the practice thereof. It is the following claims, including all equivalents, which define the scope of the invention.
I claim:
Technical Field The present invention relates generally to protective bars for vehicles and more specifically to a roll formed martensitic steel protective bar with flanges bonded to the protective bar using structural adhesive.
Background of tl~e Invention Protective bars for vehicles are generally known and are necessary for protecting vehicle occupants during a crash. A protective bar for a vehicle must have sufficient strength to adequately protect the passengers of the vehicle during the crash. At the same time, it is desirable to design the bar for a specific yield or failure point so that crash loads can be dynamically absorbed.
As with all automotive components, it is also desirable that the protective bar be low in weight and cost. A typical protective bar consists of a tubular bar positioned from front to rear in a vehicle door. Brackets for interconnecting the bar and the door are typically welded to the ends of the tubular bar. Many prior art tubular steel protective bars suffer from the limitation that they are heavy arl~ it is difficult to control the yield or failure point of the bar.
U.S. Patent No. 5,232,261, issued to Kuroda et al., discloses an example of a door impact beam for an automobile which includes a rectangular cross sectional shaped and internally hollowed heat treated steel member and which includes rounded edges. Attachment portions are provided at two opposite ends of the heat treated steel body and are welded respectively to the beam body as well as to the front and rear portions of the door panel.
A further example of a vehicle door intrusion beam is illustrated in U.S. Patent No. 5,580,120, issued to Nees et al., and which shows a hollow cross sectional configuration formed by a single piece of material by roll forming a tubular blank to a closed I-beam cross-sectional configuration.
First and second mounting plates are arrayed at the opposite ends of the elongate beam and are likewise secured by welding.
Summary of the Present Invention The present invention is a protective bar system for installation within a vehicle, and most particularly a vehicle door. A protective bar is provided and is constructed of a roll formed steel material. Martensitic steel is a desirable material for protective bars due to its high strength. It is preferable to form martensitic steel by roll forming; since the process is fast, and does not require large, complicated equipment. It has further been determined that hot stamping of martensitic steel is fairly expensive to accomplish and often results in thinning of the material, with adverse structural consequences.
The elongate protective bar exhibits a substantially "U" shaped cross section and further includes first and second oppositely extending flange portions extending from the cross sectionally "U" shaped body. Secured to a first end of the protective bar is a first flange and secured to a second end of the protective bar is a second flange. The first and second flanges are likewise constructed with a substantially "U" shaped cross section and with oppositely and outwardly extending portions for receiving the ends of the elongate bar in matingly engaging fashion. The flanges each further include substantially flattened Cnds for securing to front and rear portions of the door panels.
A structural adhesive secures the first and second flanges to the matingly engaging ends of the protective bar and is a novel improvement over prior art welding techniques which often result in the roll formed martensitic steel deforming when flanges are welded thereto. It has also been found that welding techniques employed with martensitic steel will result in a delayed deformation after some time, this causing a resultant deformation of a vehicle door to which the protective bar has been attached. The substantially flattened ends of the first and second flanges may themselves be secured to front and rear portions of the door panel either by welding or by the use of additional structural adhesives.
Reference will now be made to the attached drawings, when read in combination with the following specification, wherein like reference numerals refer to like parts throughout the several views, and in which:
Figure 1 is an environmental view of the protective bar system mounted within a conventional vehicle door according to the present invention;
Figure 2 is an enlarged view of the protective bar system as illustrated in Figure 1 according to the present invention;
Figure 3 is a side view of the protective bar system illustrated in Figures 1 and 2 according to the present invention;
Figure 4 is a cross-sectional view of the bar system of Figure 2 taken along lines 4-4; and Figure 5 is a cross-sectional view of the bar system of Figure 2 taken along lines 5-5.
Detailed Descriution of the Drawings Referring now to the figures, a protective bar system according to the present invention is generally shown at 10 for use with a conventional vehicle door 12. The vehicle door 12 is constructed in a conventional manner and typically includes an outer panel 14, a spaced apart inner panel 16, a front portion 18~ and a rear portion 20. It is understood however that the protective bar system according to the present invention may further be utilized with any other conventional portion of a vehicle, such as its undercarriage, roof or rear side, or with any other type of enclosure in which the provision of an impact resistant member would be advantageous.
The bar system includes an elongate and roll formed steel bar 22 which, viewed in cross section, has a substantially modified "U" shaped or hat shaped configuration with a flat base 24, a first upwardly extending side 26, a second upwardly extending side 28, a first flange portion 30 extending from an upper edge of the first upwardly extending side 26 and a second flange portion 32 extending in opposite fashion from the first flange portion 30 and from an upper edge of the second upwardly extending side 26. The first and second flange portions 30 and 32 preferably extend in substantially perpendicular fashion from the upwardly extending sides 26 and 28 and in parallel fashion relative to the flat base 24, however it is understood that cross sectional shape of the bar 22 can be modified to a substantially "V" shape or other configuration according to strength requirements and without departing from the scope of the invention. The bar is preferably formed of a martensitic steel preferably of a grade between 190 to 220 and a thickness of 2.0 mils and such is available from the Inland Steel Company among others. Within the context of this disclosure, it is to be understood that martensitic steel is a high strength roll formable steel which includes martensitic therein. It is further understood that other types of high strength steel may also be utilized in the protective bar system according to the present invention.
A first flange 34 is adhesively bonded to one end and a second flange 36 adhesively bonded to the other end of the bar 22. The first and second flanges 34 and 36 are shaped to nest with the ends of the steel bar 22 as best shown in Figure 4. Specifically, referring again to Figure 4, which is the cutaway view showing first flange 34 in nesting arrangement with associated end of steel bar 22, first flange 34 includes a mating flat base 38, a first side 40, a second side 42, a first outwardly extending flange portion 44 and a second outwardly extending flange portion 46. The flat base 38, first and second sides 40 and 42 and first and second outwardly extending flange portions 44 and 46 are matingly engaged with the corresponding surfaces 24, 26, 28, 30 and 32 of the steel bar 22 as viewed in cross section. The first flange 34 further includes first and second downwardly extending end portions 48 and 50 which extend from the first and second outwardly extending flange portions 44 and 46, respectively, and cover the terminating edges of the opposite extending flange portions 30 and 32 when viewed from the side. The second flange 36 is constructed identically to the first flange 34 such that it will matingly engage with the opposite end of the steel bar 22.
The flanges 34 and 36 are preferably stamped steel and are shaped, at corresponding flattened ends 52 and 54, to conform to mounting surfaces on the 5 front and rear portions 18 and 20 of the vehicle door 12. Different brackets and 16 may also be used depending upon the application. The steel bar 22 has a uniform cross-section and therefore by using the steel bar 22 in combination with a variety of flanges 34 and 36, the steel bar 22 can mate with a variety of vehicle surfaces.
The flanges are adhesively bonded to the steel bar 22 using a layer of structural adhesive 56. Within the context of this disclosure, structural adhesives are understood to include high strength adhesives having a yield strength in a shear of at least 2000 pounds per square inch. Preferably, the structural adhesive 56 is a two part epoxy with a yield strength in shear of at least 2067 pounds per square inch according to specified requirements and typically of a value greater than 3000 pounds per square inch. Such adhesives are available from The 3-M Corporation and an example is the two part epoxy adhesive 5047 which is formulated for hem flange bonding applications on aluminum, steel or the like.
To form the bar 22, martensitic steel is roll formed into the substantially "U" shaped configuration with first and second flange portions 30 and 32 extending'~thherefrom. This cross-sectional shape provides high strength and the additional mating surface area of the flange portions 30 and 32 provide a large bonding region for the structural adhesive layer 56 as best shown in Figure 4.
Roll forming is generally limited to forming pieces without closed sections.
Therefore, an open hat channel or "U" shaped configuration is easily formed.
After the flanges 34 and 36 are attached through the use of the structural adhesive, curing is accomplished by moderate heating of the adhesive, typically to a temperature of less than 350°F. Such temperatures will not deform the martensitic bar since they do not reach the higher temperatures otherwise accomplished by conventional welding techniques or the like.
Heating may be accomplished by baking the unit in an oven, or by passing an electrical current through the adhesive so as to cause resistive heating in the area of the adhesive. In some instances, room temperature curing adhesives may be employed. It is also envisioned that the flattened ends 52 and 54 of the flanges 34 and 36 may also be secured to the front and rear portions 18 and 20 through use of a structural adhesive as well as being secured by conventional mounting techniques such as welding or the like.
In view of the teaching presented herein, other modifications and variations of the present inventions will be readily apparent to those of skill in the art. The foregoing drawings, discussion and description are illustrative of several embodiments of the present invention; but are not meant to be limitations on the practice thereof. It is the following claims, including all equivalents, which define the scope of the invention.
I claim:
Claims (9)
1. A protective bar system for a vehicle comprising:
a protective bar having a first end and a second end;
a first flange having a bonding region and an attachment region, said bonding region configured for bonding to said first end of said protective bar, said attachment region configured for attachment to the vehicle;
a second flange having a bonding region and an attachment region, said bonding region configured for bonding to said second end of said protective bar, said attachment region configured for attachment to the vehicle; and a structural adhesive forming a first adhesive bond between said bonding region of said first flange and said first end of said protective beam, and a second adhesive bond between said bonding region of said second flange and said second end of said protective beam.
a protective bar having a first end and a second end;
a first flange having a bonding region and an attachment region, said bonding region configured for bonding to said first end of said protective bar, said attachment region configured for attachment to the vehicle;
a second flange having a bonding region and an attachment region, said bonding region configured for bonding to said second end of said protective bar, said attachment region configured for attachment to the vehicle; and a structural adhesive forming a first adhesive bond between said bonding region of said first flange and said first end of said protective beam, and a second adhesive bond between said bonding region of said second flange and said second end of said protective beam.
2. The protective bar system of claim 1, wherein:
said structural adhesive comprises an epoxy adhesive.
said structural adhesive comprises an epoxy adhesive.
3. The protective bar system of claim 1, wherein:
said structural adhesive has a yield strength in shear greater than 3000 pounds per square inch.
said structural adhesive has a yield strength in shear greater than 3000 pounds per square inch.
4. The protective bar system of claim 1, wherein:
said protective bar is fabricated from martensitic steel with a grade in the range of 190 to 220.
said protective bar is fabricated from martensitic steel with a grade in the range of 190 to 220.
5. The protective bar system of claim 1, wherein:
said protective bar has a thickness of approximately 2.0 mils.
said protective bar has a thickness of approximately 2.0 mils.
6. The protective bar system of claim 1, wherein:
said first and second flanges are stamped steel.
said first and second flanges are stamped steel.
7. The protective bar system of claim 1, wherein:
said protective bar is configured as a substantially hat channel with two flange portions extending therefrom.
said protective bar is configured as a substantially hat channel with two flange portions extending therefrom.
8. A protective bar system for a vehicle door comprising:
a roll formed martensitic steel protective bar having a first end and a second end and a uniform cross section;
a first flange having a bonding region and an attachment region, said bonding region configured for bonding to said first end of said protective bar and having a cross section corresponding to the cross section of said first end, said attachment region configured for attachment to the vehicle door;
a second flange having a bonding region and an attachment region, said bonding region configured for bonding to said second end of said protective bar and having a cross section corresponding to the cross section of said second end, said attachment region configured for attachment to the vehicle door; and an adhesive forming a first adhesive bond between said bonding region of said first flange and said first end of said protective bar, and a second adhesive bond between said bonding region of said second flange and said second end of said protective bar.
a roll formed martensitic steel protective bar having a first end and a second end and a uniform cross section;
a first flange having a bonding region and an attachment region, said bonding region configured for bonding to said first end of said protective bar and having a cross section corresponding to the cross section of said first end, said attachment region configured for attachment to the vehicle door;
a second flange having a bonding region and an attachment region, said bonding region configured for bonding to said second end of said protective bar and having a cross section corresponding to the cross section of said second end, said attachment region configured for attachment to the vehicle door; and an adhesive forming a first adhesive bond between said bonding region of said first flange and said first end of said protective bar, and a second adhesive bond between said bonding region of said second flange and said second end of said protective bar.
9. A method of manufacturing a protective bar system for a vehicle, comprising the steps of:
a. roll forming martensitic steel sheet stock into a protective bar having a uniform cross section and a first and second end;
b. forming a first flange and a second flange;
c. bonding said first flange to said first end of said protective bar using a two part epoxy structural adhesive;
d. bonding said second flange to said second end of said protective bar using a two part epoxy.
a. roll forming martensitic steel sheet stock into a protective bar having a uniform cross section and a first and second end;
b. forming a first flange and a second flange;
c. bonding said first flange to said first end of said protective bar using a two part epoxy structural adhesive;
d. bonding said second flange to said second end of said protective bar using a two part epoxy.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US6110397P | 1997-10-03 | 1997-10-03 | |
| US60/061,103 | 1997-10-03 | ||
| PCT/US1998/020668 WO1999017947A1 (en) | 1997-10-03 | 1998-10-01 | Protective bar for vehicle door |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2305343A1 true CA2305343A1 (en) | 1999-04-15 |
Family
ID=22033611
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002305343A Abandoned CA2305343A1 (en) | 1997-10-03 | 1998-10-01 | Protective bar for vehicle door |
Country Status (3)
| Country | Link |
|---|---|
| AU (1) | AU1064799A (en) |
| CA (1) | CA2305343A1 (en) |
| WO (1) | WO1999017947A1 (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6196619B1 (en) | 1995-12-22 | 2001-03-06 | Joalto Design, Inc. | Vehicle closure panel having an intrusion beam as primary structure |
| CA2394550C (en) * | 2000-07-12 | 2005-12-13 | Shape Corporation | Roll-formed and stamped doorbeam |
| US7041193B2 (en) * | 2003-05-14 | 2006-05-09 | L & L Products, Inc. | Method of adhering members and an assembly formed thereby |
| JP2006056387A (en) * | 2004-08-20 | 2006-03-02 | Aisin Takaoka Ltd | Door impact beam and its mounting structure |
| US9120367B2 (en) | 2013-03-14 | 2015-09-01 | Henkel Ag & Co. Kgaa | Modular door beam assembly and method of assembly |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS5639698Y2 (en) * | 1975-10-01 | 1981-09-16 | ||
| JPS6020208B2 (en) * | 1979-10-03 | 1985-05-21 | 日産自動車株式会社 | Reinforcement structure for automobile doors |
| DE3011345C2 (en) * | 1980-03-25 | 1982-04-29 | Daimler-Benz Ag, 7000 Stuttgart | Connection of pipes with edge areas of metal sheets or the like. flat components |
| US4684166A (en) * | 1986-05-19 | 1987-08-04 | General Motors Corporation | Vehicle door impact beam and stabilizing assembly |
| US4796946A (en) * | 1987-09-04 | 1989-01-10 | Inland Steel Company | Automotive vehicle door and bar reinforcement |
| US4861097A (en) * | 1987-09-18 | 1989-08-29 | Essex Composite Systems | Lightweight composite automotive door beam and method of manufacturing same |
| US5272841A (en) * | 1992-10-21 | 1993-12-28 | The Budd Company | Composite metal intrusion beam and method of making same |
| US5404690A (en) * | 1993-03-26 | 1995-04-11 | Crescive Die & Tool, Inc. | Impact beam assembly method and apparatus |
| US5580120A (en) * | 1995-02-23 | 1996-12-03 | Mascotech Tubular Products, Inc. | Vehicle door intrusion beam |
| US5785376A (en) * | 1995-06-21 | 1998-07-28 | Mascotech Tubular Products, Inc. | Vehicle door beam |
-
1998
- 1998-10-01 CA CA002305343A patent/CA2305343A1/en not_active Abandoned
- 1998-10-01 AU AU10647/99A patent/AU1064799A/en not_active Abandoned
- 1998-10-01 WO PCT/US1998/020668 patent/WO1999017947A1/en not_active Ceased
Also Published As
| Publication number | Publication date |
|---|---|
| WO1999017947A1 (en) | 1999-04-15 |
| AU1064799A (en) | 1999-04-27 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Discontinued |