CA1167488A - Synthetic resin molding for vehicle - Google Patents
Synthetic resin molding for vehicleInfo
- Publication number
- CA1167488A CA1167488A CA000393851A CA393851A CA1167488A CA 1167488 A CA1167488 A CA 1167488A CA 000393851 A CA000393851 A CA 000393851A CA 393851 A CA393851 A CA 393851A CA 1167488 A CA1167488 A CA 1167488A
- Authority
- CA
- Canada
- Prior art keywords
- molding
- vehicle
- resin
- body member
- protective layer
- 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.)
- Expired
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- Vehicle Interior And Exterior Ornaments, Soundproofing, And Insulation (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
There is described a molding for a vehicle comprising a central body composed of a synthetic resin, the central body having an inner and outer surface. The body is shaped for connection to a portion of the vehicle. A metal foil is bonded to at least a portion of the outer surface of the synthetic resin body member and a protective, soft, plastic layer is bonded to at least a portion of the inner surface of the synthetic resin body member to form a protective layer between the body member and the portion of the vehicle to which the molding is attached.
There is described a molding for a vehicle comprising a central body composed of a synthetic resin, the central body having an inner and outer surface. The body is shaped for connection to a portion of the vehicle. A metal foil is bonded to at least a portion of the outer surface of the synthetic resin body member and a protective, soft, plastic layer is bonded to at least a portion of the inner surface of the synthetic resin body member to form a protective layer between the body member and the portion of the vehicle to which the molding is attached.
Description
7~
This application is a divisional of Canadian Patent Application Serial No. 324,021 filed on Maxch 23, 197~.
This invention relates to a molding or trim strip for a vehicle and more particularly to a molding for a vehicle which comprises a main body having a syn-thetic resin body member, a metal foil bonded to the synthetic resin body member and soft plastic protective layer means bonded on a surface of the main body for preventing direct contact between the main body of the molding and a part of the vehicle.
Conventional moldings for direct glazing to the roof area of a vehicle such as window, door, fender, front~grille~ trunk, andthe bonnet, are made of metal foil and synthetic resin which contact the vehicle body or window. Conventional moldings are not, however, rigidly fitted to the body or window. Thus, when the vehicle is running, vibration noises can be generated from the moldings and glazed parts can even be damaged.
Some conventional moldings are composed basically of an ABS resln, or perhaps a polycarbonate resin and are formed not to have the metal portion itself in direct contact with the car body or the glass.
~lowever, in the structure of the prior art molding, because the resin is hard, the body or glass can still be damaged by contact with the hard material. In other conventional moldings, the metal layer may be in contact with the glass or metal body of the vehicle. When it is, a galvanic reaction can occur causing damage to both the vehicle body and the glass or metalportion of the 7~
molding.
~ccordingly, it is an object of the present invention to obviate and mitigate from t:he aforementioned deficiencies of the prior art moldings.
It is an object of the present invention to provide a molding for a vehicle which reduces noise and vibrations which occur when the vehicle :Ls running.
According to the present invention, then, -there is provided a molding for a vehicle comprising a synthetic resin body member having an inner and outer surface, the body member being shaped for interloc~ing mechanical connection to a portion of the vehicle, a metal foil bonded to at least a portion of the outer surface of the synthetic resin body mem-ber, and soft plastic protective layer means bonded to at least a portion of the inner surface of the synthetic resin body member at the contact area of the body member with the portion of the vehicle to form a protective layer between the synthetic resin body member and the portion of the vehicle.
~ Embodiments of the present invention, as well as that described ~n application serial No. 324,021 will now be described with reference to the accompanying drawings in which:
Figures 1-2 are sectional views of a molding for a vehicle according to the present invention.
Figure 3 is a sectional view illustrating the manner in which the moldings ~f Figures 1-2 are attached to a vehicle.
Figures 4-I0 are sectional views illustrating alternative embodiments of the present invention.
Figure ll is a sectional view illustrating
This application is a divisional of Canadian Patent Application Serial No. 324,021 filed on Maxch 23, 197~.
This invention relates to a molding or trim strip for a vehicle and more particularly to a molding for a vehicle which comprises a main body having a syn-thetic resin body member, a metal foil bonded to the synthetic resin body member and soft plastic protective layer means bonded on a surface of the main body for preventing direct contact between the main body of the molding and a part of the vehicle.
Conventional moldings for direct glazing to the roof area of a vehicle such as window, door, fender, front~grille~ trunk, andthe bonnet, are made of metal foil and synthetic resin which contact the vehicle body or window. Conventional moldings are not, however, rigidly fitted to the body or window. Thus, when the vehicle is running, vibration noises can be generated from the moldings and glazed parts can even be damaged.
Some conventional moldings are composed basically of an ABS resln, or perhaps a polycarbonate resin and are formed not to have the metal portion itself in direct contact with the car body or the glass.
~lowever, in the structure of the prior art molding, because the resin is hard, the body or glass can still be damaged by contact with the hard material. In other conventional moldings, the metal layer may be in contact with the glass or metal body of the vehicle. When it is, a galvanic reaction can occur causing damage to both the vehicle body and the glass or metalportion of the 7~
molding.
~ccordingly, it is an object of the present invention to obviate and mitigate from t:he aforementioned deficiencies of the prior art moldings.
It is an object of the present invention to provide a molding for a vehicle which reduces noise and vibrations which occur when the vehicle :Ls running.
According to the present invention, then, -there is provided a molding for a vehicle comprising a synthetic resin body member having an inner and outer surface, the body member being shaped for interloc~ing mechanical connection to a portion of the vehicle, a metal foil bonded to at least a portion of the outer surface of the synthetic resin body mem-ber, and soft plastic protective layer means bonded to at least a portion of the inner surface of the synthetic resin body member at the contact area of the body member with the portion of the vehicle to form a protective layer between the synthetic resin body member and the portion of the vehicle.
~ Embodiments of the present invention, as well as that described ~n application serial No. 324,021 will now be described with reference to the accompanying drawings in which:
Figures 1-2 are sectional views of a molding for a vehicle according to the present invention.
Figure 3 is a sectional view illustrating the manner in which the moldings ~f Figures 1-2 are attached to a vehicle.
Figures 4-I0 are sectional views illustrating alternative embodiments of the present invention.
Figure ll is a sectional view illustrating
- 2 -, .~ ~ ~.
1 ~7~
the attachment of the moldings of Figures 4 10 to a vehicle.
Figures 1~-14 are sectional views illus-trating further alternative embodiments of the pressnt invention.
Figure 15 is a sectional view illustrating the attachment of the moldings of Figures 12-14 to a vehicle.
Figures 16-24 are sectional views illustrating further al-ternative embodiments of the present invention.
Figure 25 is a sectional view illustrating the attachment of the moldings of Figures 16-24 to a vehicle.
Figures 26-34 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 35 is a sectional view illustrating the attachment of the moldings of Figures 26-34 to a vehicle.
Figure 36 is a sectional view illustrating still another alternative embodiment of the present invention.
Figure 37 is a sectional view illustratiny the attachment of the molding of Figure 36 to a vehicle.
Figure 38A is still a further alternative embodiment of the present invention.
Figure 38B is a sectional view illustrating the attachment of the molding of Figure 38A to a vehicle.
Figure 39 is a sectional view illustrating still another alternative embodiment of the present invention.
Figure 40 is a sectional view illustrating the attachment of the molding of Figure 39 to a vehicle.
Figure 41 is a sectional view illustrating a further alternative embodiment o the present invention.
Figure 42 is a sectional view illustrating the attachment of the molding of Figure 41 to a vehicle.
Figures 43-49 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 50 is a sectional view illustrating the attach-ment of the moldings of Figures 43-49 to a vehicle.
Figures 51-53 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 54 i5 a sectional view illustrating the attach-ment of the moldings of Figures 51-53 to a vehicle.
~ Figures 55-63 are sectional views illustrating still ; further alternative embodiments of the present invention.
Figure 6~4 is a sectional view illustrating the attachment of the moldings of Figures 55-63 to a vehicle.
Figures b5-73 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 74 is a sectional view illustrating the attachment of the moldings of Figures 65-73 to a vehicle.
Figures 75-76 are sectional views of a roof drip molding as emhodiments o the present invention.
-~ v l 1674~
Figure 77 is a sectional view of a wheel arch molding as an embodiment of the present invention.
Figure 78 is a sectional view of a trunk molding as an embodiment of the present invention.
Figure 79 is a sectional view of a step molding as an embodiment of the present invention.
Figure 80 is a sectional view of a door molding as an embodiment of the present invention.
Figure 81 is a sectional view of a door belt molding as an embodiment of the present invention.
Figure 82 is a sectional view illustrating the attachment of the molding similar to the molding of Figure 81 to a vehicle.
Figure 83 is a sectional view of a step-molding as an embodiment of the present invention.
Figure 84 is a sectional view illustrating the attachment of the molding of Figure 83 to a vehicle.
Figure 85 is a sectional view of a door belt molding as an embodiment of the present invention.
~20 Figure 86 is a sectional view illustrating the attachment of the molding similar to the molding of Figure 85 to a vehicle.
Figure 87 is a sectional view of a roof drip molding as an embodiment of the present invention.
Figure 88 is a sectional view illustrating the attach-ment of the molding of Figure 87 to a vehicle.
The present invention in all of the embodiments shown is intended to eliminate the drawbacks of conventional moldings and provide a synthetic resin molding or trim strip which is ; 30 free from vibrational noise and which is less prone to damage ``` ~ 1~7~8 from car body vibrations. Furthermore, the moldings of the present invention eliminate any galvanic action between the molding strip and the car body.
In describing the various embodiments of the present invention like reference numerals will be used to designate like structural elements throughout.
Referring now to Figure 1, a synthetic resin molding or trim strip (hereinafter referred to as molding) is formed having an approximately C-shaped cross section. The main body of the molding consists of a synthetic body member 1 and a metal foil 2 bonded to the synthetic resin body member. Synthetic resin body member 1 has a central portion lal, a first end portion lbl and a second end portion lcl. Metal foil 2, which may, for the purposes of illustration, be of stainless steel or aluminum, is bonded to the surface of synthetic resin body ; member 1~ Metal foil 2 covers central portion lal and part of end portions lbl and lcl.
Figure 2 illustrates an alternati~e embodiment in which metal foil 2 is embedded in synthetic resin body member 1.
Where the molding contacts a vehicle body or window, protective layers of soft plastic material 3a and 3b are provided to prevent direct contact between metal foil 2 and the vehicle body or window glass.
In Figures 1 and 2, end portion lbl of body member 1 has an anchor ldl- whereas the other end portion lcl has a bent shape.
Body member 1 may be prepared from a synthetic resin composed of rigid plastic materials su~h as ABS resins, acrylic resins, polycarbonate resins and the like.
Said synthetic resin may be polyphenylene oxide, ~ ~7~
acrylonitrile-styrene, polypropylene, polyvinylchloride or a polyamide. Further, the above mentioned plastics may be foamed or glass fiber-reinforced.
Metal foil 2 bonded on the surface of the resin or embedded therein is formed having a thickness of approximately 30 to about 200 microns. As mentioned above, the metal foil may ba a stainless steel foil or an aluminum foil and further, it may have an anodized surface.
Metal foil 2 may be coated with a clear synthetic resin material 4 suchas polyvinylchloride, cellulose acetate, butyrate resins or similar materials. Soft plastic protective layers 3a and 3b may be formulated from materials such as soft polyvinyl-chloride resin, vinyl acetate resin, ethylene-vinylacetate copolymer and similar materials.
The protective layer may also be formed of ionomeric thermoplastic polyurethane, thermoplastic rubber, vulcanized rubber or a foamed elastomer. Protective layers 3a and 3b range in thickness from about 0.2 mm to about 2 mm.
The moldings shown in Figures 1 and 2, as well as those illustrated in the remaining figures, may be integrally formed by a process of plastic extrusion molding or similar processes, all of which are well known by persons skilled in the art.
Figure 3 illustrates the manner in which the moldings of Figures 1 and 2 are attached to a vehicle body. A T-shaped stud 6 is welded to car body 5 and a resin or rubber clip 7 is provided thereon for attaching the molding. Anchor ldl is received into a mold-fitting area 7a of clip 7 when the molding is attached to car body 5.
After window glass 8 is placed in the space between ~ ~7~
protective layer 3b and car body 5, a bonding agent 9 prepared fxom, for example, a polyurethane resin base or perhaps Thiokol (tradename,polysulfide synthetic resin rubber of Thiokol Chemical Corporation) is applied between window glass 8 and car body 5. A bonding stopper 10 supports the window glass.
Protective layer 3a positioned between metal foil 2 and car body 5 separates these two metal elements to eliminate the possibility of any galvanic reaction between these two metals, preventing possible corrosion of the car body.
Protective layer 3b absorbs any vibrations emanating from glass 8 and thereby eliminates vibrational noise which would otherwise have been transmitted by conventional moldings due to contact between the glass and the non-absorptive body of the conventional molding.
Figures 4-10 illustrate alternative embodiments of the molding of the present invention. Each of the embodiments illustrated in Figures 4-10 include an anchor lel on end portion lbl of body member 1.
In Figures 4, 7, 9 and 10, end portion lbl includes an extension lfl which increases the sti~fness of the trim molding against twisting.
In Figures 4 and 5, end portion lcl has a bent portion lnl which increases t~e stiffness and strength of end portion lcl .
In Figures 8, 9 and 10, end portion lcl includes a thickened portion lhl which also strengthens end portion lcl.
Figure 11 illustrates the manner in which the molding strips of Figures 4-10 may be attached to a vehicle. This is done in a manner somewhat similar to that illustrated in Figure
1 ~7~
the attachment of the moldings of Figures 4 10 to a vehicle.
Figures 1~-14 are sectional views illus-trating further alternative embodiments of the pressnt invention.
Figure 15 is a sectional view illustrating the attachment of the moldings of Figures 12-14 to a vehicle.
Figures 16-24 are sectional views illustrating further al-ternative embodiments of the present invention.
Figure 25 is a sectional view illustrating the attachment of the moldings of Figures 16-24 to a vehicle.
Figures 26-34 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 35 is a sectional view illustrating the attachment of the moldings of Figures 26-34 to a vehicle.
Figure 36 is a sectional view illustrating still another alternative embodiment of the present invention.
Figure 37 is a sectional view illustratiny the attachment of the molding of Figure 36 to a vehicle.
Figure 38A is still a further alternative embodiment of the present invention.
Figure 38B is a sectional view illustrating the attachment of the molding of Figure 38A to a vehicle.
Figure 39 is a sectional view illustrating still another alternative embodiment of the present invention.
Figure 40 is a sectional view illustrating the attachment of the molding of Figure 39 to a vehicle.
Figure 41 is a sectional view illustrating a further alternative embodiment o the present invention.
Figure 42 is a sectional view illustrating the attachment of the molding of Figure 41 to a vehicle.
Figures 43-49 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 50 is a sectional view illustrating the attach-ment of the moldings of Figures 43-49 to a vehicle.
Figures 51-53 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 54 i5 a sectional view illustrating the attach-ment of the moldings of Figures 51-53 to a vehicle.
~ Figures 55-63 are sectional views illustrating still ; further alternative embodiments of the present invention.
Figure 6~4 is a sectional view illustrating the attachment of the moldings of Figures 55-63 to a vehicle.
Figures b5-73 are sectional views illustrating still further alternative embodiments of the present invention.
Figure 74 is a sectional view illustrating the attachment of the moldings of Figures 65-73 to a vehicle.
Figures 75-76 are sectional views of a roof drip molding as emhodiments o the present invention.
-~ v l 1674~
Figure 77 is a sectional view of a wheel arch molding as an embodiment of the present invention.
Figure 78 is a sectional view of a trunk molding as an embodiment of the present invention.
Figure 79 is a sectional view of a step molding as an embodiment of the present invention.
Figure 80 is a sectional view of a door molding as an embodiment of the present invention.
Figure 81 is a sectional view of a door belt molding as an embodiment of the present invention.
Figure 82 is a sectional view illustrating the attachment of the molding similar to the molding of Figure 81 to a vehicle.
Figure 83 is a sectional view of a step-molding as an embodiment of the present invention.
Figure 84 is a sectional view illustrating the attachment of the molding of Figure 83 to a vehicle.
Figure 85 is a sectional view of a door belt molding as an embodiment of the present invention.
~20 Figure 86 is a sectional view illustrating the attachment of the molding similar to the molding of Figure 85 to a vehicle.
Figure 87 is a sectional view of a roof drip molding as an embodiment of the present invention.
Figure 88 is a sectional view illustrating the attach-ment of the molding of Figure 87 to a vehicle.
The present invention in all of the embodiments shown is intended to eliminate the drawbacks of conventional moldings and provide a synthetic resin molding or trim strip which is ; 30 free from vibrational noise and which is less prone to damage ``` ~ 1~7~8 from car body vibrations. Furthermore, the moldings of the present invention eliminate any galvanic action between the molding strip and the car body.
In describing the various embodiments of the present invention like reference numerals will be used to designate like structural elements throughout.
Referring now to Figure 1, a synthetic resin molding or trim strip (hereinafter referred to as molding) is formed having an approximately C-shaped cross section. The main body of the molding consists of a synthetic body member 1 and a metal foil 2 bonded to the synthetic resin body member. Synthetic resin body member 1 has a central portion lal, a first end portion lbl and a second end portion lcl. Metal foil 2, which may, for the purposes of illustration, be of stainless steel or aluminum, is bonded to the surface of synthetic resin body ; member 1~ Metal foil 2 covers central portion lal and part of end portions lbl and lcl.
Figure 2 illustrates an alternati~e embodiment in which metal foil 2 is embedded in synthetic resin body member 1.
Where the molding contacts a vehicle body or window, protective layers of soft plastic material 3a and 3b are provided to prevent direct contact between metal foil 2 and the vehicle body or window glass.
In Figures 1 and 2, end portion lbl of body member 1 has an anchor ldl- whereas the other end portion lcl has a bent shape.
Body member 1 may be prepared from a synthetic resin composed of rigid plastic materials su~h as ABS resins, acrylic resins, polycarbonate resins and the like.
Said synthetic resin may be polyphenylene oxide, ~ ~7~
acrylonitrile-styrene, polypropylene, polyvinylchloride or a polyamide. Further, the above mentioned plastics may be foamed or glass fiber-reinforced.
Metal foil 2 bonded on the surface of the resin or embedded therein is formed having a thickness of approximately 30 to about 200 microns. As mentioned above, the metal foil may ba a stainless steel foil or an aluminum foil and further, it may have an anodized surface.
Metal foil 2 may be coated with a clear synthetic resin material 4 suchas polyvinylchloride, cellulose acetate, butyrate resins or similar materials. Soft plastic protective layers 3a and 3b may be formulated from materials such as soft polyvinyl-chloride resin, vinyl acetate resin, ethylene-vinylacetate copolymer and similar materials.
The protective layer may also be formed of ionomeric thermoplastic polyurethane, thermoplastic rubber, vulcanized rubber or a foamed elastomer. Protective layers 3a and 3b range in thickness from about 0.2 mm to about 2 mm.
The moldings shown in Figures 1 and 2, as well as those illustrated in the remaining figures, may be integrally formed by a process of plastic extrusion molding or similar processes, all of which are well known by persons skilled in the art.
Figure 3 illustrates the manner in which the moldings of Figures 1 and 2 are attached to a vehicle body. A T-shaped stud 6 is welded to car body 5 and a resin or rubber clip 7 is provided thereon for attaching the molding. Anchor ldl is received into a mold-fitting area 7a of clip 7 when the molding is attached to car body 5.
After window glass 8 is placed in the space between ~ ~7~
protective layer 3b and car body 5, a bonding agent 9 prepared fxom, for example, a polyurethane resin base or perhaps Thiokol (tradename,polysulfide synthetic resin rubber of Thiokol Chemical Corporation) is applied between window glass 8 and car body 5. A bonding stopper 10 supports the window glass.
Protective layer 3a positioned between metal foil 2 and car body 5 separates these two metal elements to eliminate the possibility of any galvanic reaction between these two metals, preventing possible corrosion of the car body.
Protective layer 3b absorbs any vibrations emanating from glass 8 and thereby eliminates vibrational noise which would otherwise have been transmitted by conventional moldings due to contact between the glass and the non-absorptive body of the conventional molding.
Figures 4-10 illustrate alternative embodiments of the molding of the present invention. Each of the embodiments illustrated in Figures 4-10 include an anchor lel on end portion lbl of body member 1.
In Figures 4, 7, 9 and 10, end portion lbl includes an extension lfl which increases the sti~fness of the trim molding against twisting.
In Figures 4 and 5, end portion lcl has a bent portion lnl which increases t~e stiffness and strength of end portion lcl .
In Figures 8, 9 and 10, end portion lcl includes a thickened portion lhl which also strengthens end portion lcl.
Figure 11 illustrates the manner in which the molding strips of Figures 4-10 may be attached to a vehicle. This is done in a manner somewhat similar to that illustrated in Figure
3.
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Figures 12-14 illustra-te another alternati~-e embodi-ment of the molding of the present invention in which end portion lbl includes a leg having a first part lkl formed at 90 to center portion lal and a second part lQl formed at 90 to part lkl and thus parallels center portion lal.
In Figure 12, end portion lcl has a tapered part lml which decreases wind resistance of the molding. In Figure 13 end portion lcl has a bent portion lnl which increases the strength and stifEness of end portion lcl. In Figure 14 end portion lcl is formed having a straight portion lpl.
Figure 15 illustrates the manner in which the moldings of Figures 12-14 may be attached to a vehicle. With the embodiments of Figures 12-14, a space 12 is formed between vehicle body 5 and protective layer 3a.
Figures 16 24 illustrate still another embodiment of the molding of the present invention. In the embodiments of ; each of these figures, body member 1 has a leg extending away from central portion lal, the leg including a first portion ~ lk2 formed to be perpendicular to central portion lal and a ~ ~ 20 second portion lR2 formed at a right angle to portion lk2 to parallel central portion lal. In the emhodiments of Figure~
16-18 end portion lcl has a tapered part lml which minimizes wind resistance. In Figures 19-21 end portion lcl has a bent portion lnl which increases the strength and stiffness of end portion lcl. In Figures 22-24 end portion lcl has a straight portion lpl.
In Figures 16, 19 and 22 end portion lbl has a tapered part lql which reduces wind resistance. In Figures 17, 20 and 24 end portion lbl is formed with end lrl disposed perpendicular to central portion lal. This end portion lbl is used whare the _ g _ i l 1 ~e7~
vehicle body has a step formed therein. In Figures 18, 21 and 23 end portion lbl has a bent portion lsl which increases the stiffness and strength of end portion lbl.
Figure 25 illustrates the manner in which the moldings of Figures 16-2~ can be attached to a vehicle. A clip 13 is used to hold end portion lcl against glass 8. An arrangement such as shown in Figure 25 can also be used to attach the moldings of Figures 12-14 to a vehicle and an arrangement such as shown in Figure 15 can be used to attach the moldings illustrated in Figures 16-24 to a vehicle.
Figures 26-34 illustrate further embodiments of the present invention. In all of these embodiments, body member 1 includes a leg which projects from central portion lal of the body member. The leg includes a first part lu2 and an anchor ld2 which is attached to the end of leg lu2.
In the embodiments of Figures 26, 27 and 28 end portion lbl of the body member includes a bent portion lsl which increases the strength and stiffness of end portion lbl. In Figures 29-31 end portion lbl includes a bent portion lrl which is used when the vehlcle body includes a step.
In Figures 32-34 end portion lbl includes a thickened portion ltl which enhances the strength of end portion lbl.
In Figures 26, 29 and 32 end portion lcl includes a thickened portion lhl which increases the strength of end portion lcl~ In Figures 27, 30 and 33 end portion lcl includes a bent portion lnl which increases the strength and stiffness of end portion lcl. In Figures 28, 31 and 34 end portion lcl includes straight portions lpl.
Figure 35 illustrates the manner in which the embodi-ments of Figures 26-34 are attached to a vehicle. Leg portion 67~
, lu2 and anchor portion ld2 are embedded in a bonding material 9, The leg and anchor will firmly hold the molding against vehicle body 5 and window 8.
Figure 36 illustrates another embodiment which is similar to that shown in Figu~e 13i however, in ~he embodiment shown in Figure 36, the protective layer includes an extended portion or seal lip 3al. Seal lip 3al can also be included on other embodiments such as those illustrated in Figures 12 and 14.
Figure 37 illustrates the manner in which the molding of Figure 36 is attached to a vehicle. Clip 13 is used to hold the molding strip to window 8. Space 12 between protective layer 3a and car body 5 is closed off by seal lip 3al. The manner of attaching the embodiment of Figure 36 to a vehicle as illustrated in Figure 37 can also be used in connection with the embodiment of Figure 13 and likewise, if extension 3al is used in connection wi~h the embodiments of Figures 12 and 14, then the manner of attachment illustrated in Figure 15 can be used to attach the molding strip of Figures 12 and 14 to a vehicle.
Figure 38A illustrates still another alternative embodiment of the present invention. The molding of Figure 38A
differs from the molding of Figure 36 in that in Figure 36 the extension or seal lip 3al extends downwardly, whereas in Figure 38A the seal lip or extension 3a2 extends in more of an outward direction. The other portions of the molding of Figure 38A are similar to those illustrated in Figure 36 and again protective layer 3a with seal lip 3a2 illustrated in Figure 38A can be used with any of the embodiments of Figures 12, 13 and 14.
Figure 38B illustrates the manner in which the embodiment of Figure 38A is attached to a vehicle. Seal lip 3a2 I ~B7~8 closes off space 12, thereby preventing dirt, grease, water, etc.
from entering the space. The seal lip thus prevents damage to the vehicle body in -the area of space 12. This of course is the same advantage that seal lip 3al in Fi~ure 36 provides.
The manner of attaching the molding to the car body illustrated in Figure 38B uses adhesive 9 as well as adhesive 9a in the space between the molding and glass 8. This manner of attach-ment can be used with all of the embodiments illustrated in Figures 12-14 and likewise the manner of attachment illustrated in Figure 15 can be used to attach the molding of Figure 38A to a vehicle.
Figure 39 illustrates still another alternative embodiment in which the protective layer 3a includes a tubular seal 3a3. In Figure 39, body member lal corresponds to the body member lal illustrated in Figure 14. It will be appreciated, however, that protective layer 3a including ; tubular seal 3a3 is equally as compatible with the embodiments of Figures 12 and 13.
; Figure 40 illustrates the manner in which the embodi-ment of Figure 3~ is attached to a vehicle. In Figure 40, the body member of Figure 12 is used rather than that of Fi~ure 33.
Tubular seal 3a3 seals space 12 formed between the bottom portion of protective layer 3a3 and body 5. This seal prevents water, dirt, etc. from enterin~ space 12, thereby preventing corrosion of the vehicle.
Figure 41 illustrates still another alternative embodiment of the present invention in which protective layer 3a includes an extension or seal lip 3a4 which extends out-wardly from protective layer 3a. Figure 41 illustrat~s this protective layer used in conjunction with the embodiment of ~ - 12 -7~
Figure 5. Protective layer 3a, with seal lip 3a4 can, however, also be used with the embodiments of Fiyures 6 and 8.
Figure 42 illustrates the manner in which the embodi~
ment of Figure 41 is attached to a vehicle. The manner o~
attachment is similar to that illustrated in Figure ll, except that instead of extension lfl, seal lip 3a4 forms a seal with vehicle body 5. This seal provides added protection for the prevention of water or dirt entering the space between the vehicle body and clip ll.
When a vehicle body is constructed of plastic, or other non-metallic material, then there would, o~ course, be no ; galvanic reaction occurring as a result of contact between metal foil 2 and the vehicle body. Thus, protective layer 3a may be eliminated when the moldings illustrated in Figs. 4-35 are used on vehi~les having non-me~allic bodies. Figures 43-74 illus-trate the various embodiments of Figures 4-35 in which protective layer 3a has been eliminated. Although protective layer 3a may be eliminated when the molding is used on a non-metallic vehicle body, it is not required tha~ it be so, and in fact, the use of the protective layer with the non-metallic - body offers the aforementioned advantages of minimizing the transmission of vibratory noises and to compensate for less ~ ~ than precise manufacturing tolerances.
-~ Referring now to Figures 75 and 76, roof drip moldings, having an approximate C-shaped cross section are formed having a synthetic resin body member or substrate l and a stainless steel foil layer 2 bonded thereto. Protective layers 3a and 3b are partially or wholl~ disposed between the contact of body member 1 ~ith car ~ody 5, including any glazed areas. The molding illustrated in Figure 76 has a leg lvl formed inside of the body ~ ~7~
member. Roof edge 5a of car body 5 fits into the inner groove of the molding, wherein protective layers 3a and 3b are provided at the contact with roof edge 5a.
Projections 3a5 and 3b5 may be formed on the inside surfaces of protective layers 3a and 3b as illustrated in Fig.
76 and would be useful to ensure a close fit with roof edge 5a.
~eanwhile, separate provision of protective layers 3a and 3b on the inside surface of the two curved parts of the molding which engage roof edge 5a would make it possible to securely engage roof edge 5a with a small area of protec~ive layers 3a and 3b.
Referring now to Fig. 77 which illustrates a wheel arch molding, a molding with an approximately V-shaped section is attached to plating 5b of car body 5, wherein protective layers 3a and 3b are formed at the contact oE the molding with plating 5b. Of course, the protective layer may be formed on the whole of the back side of the molding.
Figure 78 illustrates a trunk or a bonnet edge molding.
In the embodiments of Figures 77 and 78 as well as in those of Figs. 75 and 76, separate protective layers may be formed on the inside surface of the curved parts at both ends ; of the molding which grasp the vehicle body.
In Fig. 79 illustrating a step molding under a door, body member 1 is formed to be essentially ~lat and has T-shaped projections lwl which are received into holes bored into plating surface 5c of the car body. Protective layers 3a, 3b, and 3c are bonded on the periphery of projections lwl to isolate the molding from plating surface 5c. Front grille and side moldings are of similar construction and constitution to the step moldings just described.
I
` I 1~74~
Figure 80 illustrates a door molding wherein protective layer 3a has a lip 3a6 formed to contact door window glass 8. Accordingly, protective layers 3a and 3b function as a seal between plating 5d of car body 5 and window glass 8.
Figures 81 and 82 illustrate a door belt molding having an arch shaped cross section wherein protective layer 3b on the inside~left side of the molding contacts car body 5 and protective layer 3a on the outside of the right side of the molding contacts the window glass. A weather strip 3a' shown in broken lines, may be attached to the molding. The molding in Figure 82 is secured to the car body by means of clips 13.
Figures 83 and 84 illustrate a step-molding having triangular shaped cross section, in which the protective layers 3a and 3b bonded on ends of the molding are aligned in the same plane to contact the car body. Clip 13 is used to hold the molding to the car body.
Figures 85 and 86 illustrate a door molding similar to the molding illustrated in Figures 81 and 82, in which protective layer 3a has lips 3a7 formed thereon to contact the - window glass and wherein protective layer 3b contacts the car body.
Figures 87~and 88 illustrate a roof drip molding hav1ng a roughly C-shaped cross section wherein protective layers ; 3a and 3b are bonded to the end portions of the molding to contact a portion of the roof drip of the car body and to protect it.
The present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The presently disclosed embodiments ~ lB7488 are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims, rather than the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are, therefore, to be embraced therein.
i
~ ~7~8~
Figures 12-14 illustra-te another alternati~-e embodi-ment of the molding of the present invention in which end portion lbl includes a leg having a first part lkl formed at 90 to center portion lal and a second part lQl formed at 90 to part lkl and thus parallels center portion lal.
In Figure 12, end portion lcl has a tapered part lml which decreases wind resistance of the molding. In Figure 13 end portion lcl has a bent portion lnl which increases the strength and stifEness of end portion lcl. In Figure 14 end portion lcl is formed having a straight portion lpl.
Figure 15 illustrates the manner in which the moldings of Figures 12-14 may be attached to a vehicle. With the embodiments of Figures 12-14, a space 12 is formed between vehicle body 5 and protective layer 3a.
Figures 16 24 illustrate still another embodiment of the molding of the present invention. In the embodiments of ; each of these figures, body member 1 has a leg extending away from central portion lal, the leg including a first portion ~ lk2 formed to be perpendicular to central portion lal and a ~ ~ 20 second portion lR2 formed at a right angle to portion lk2 to parallel central portion lal. In the emhodiments of Figure~
16-18 end portion lcl has a tapered part lml which minimizes wind resistance. In Figures 19-21 end portion lcl has a bent portion lnl which increases the strength and stiffness of end portion lcl. In Figures 22-24 end portion lcl has a straight portion lpl.
In Figures 16, 19 and 22 end portion lbl has a tapered part lql which reduces wind resistance. In Figures 17, 20 and 24 end portion lbl is formed with end lrl disposed perpendicular to central portion lal. This end portion lbl is used whare the _ g _ i l 1 ~e7~
vehicle body has a step formed therein. In Figures 18, 21 and 23 end portion lbl has a bent portion lsl which increases the stiffness and strength of end portion lbl.
Figure 25 illustrates the manner in which the moldings of Figures 16-2~ can be attached to a vehicle. A clip 13 is used to hold end portion lcl against glass 8. An arrangement such as shown in Figure 25 can also be used to attach the moldings of Figures 12-14 to a vehicle and an arrangement such as shown in Figure 15 can be used to attach the moldings illustrated in Figures 16-24 to a vehicle.
Figures 26-34 illustrate further embodiments of the present invention. In all of these embodiments, body member 1 includes a leg which projects from central portion lal of the body member. The leg includes a first part lu2 and an anchor ld2 which is attached to the end of leg lu2.
In the embodiments of Figures 26, 27 and 28 end portion lbl of the body member includes a bent portion lsl which increases the strength and stiffness of end portion lbl. In Figures 29-31 end portion lbl includes a bent portion lrl which is used when the vehlcle body includes a step.
In Figures 32-34 end portion lbl includes a thickened portion ltl which enhances the strength of end portion lbl.
In Figures 26, 29 and 32 end portion lcl includes a thickened portion lhl which increases the strength of end portion lcl~ In Figures 27, 30 and 33 end portion lcl includes a bent portion lnl which increases the strength and stiffness of end portion lcl. In Figures 28, 31 and 34 end portion lcl includes straight portions lpl.
Figure 35 illustrates the manner in which the embodi-ments of Figures 26-34 are attached to a vehicle. Leg portion 67~
, lu2 and anchor portion ld2 are embedded in a bonding material 9, The leg and anchor will firmly hold the molding against vehicle body 5 and window 8.
Figure 36 illustrates another embodiment which is similar to that shown in Figu~e 13i however, in ~he embodiment shown in Figure 36, the protective layer includes an extended portion or seal lip 3al. Seal lip 3al can also be included on other embodiments such as those illustrated in Figures 12 and 14.
Figure 37 illustrates the manner in which the molding of Figure 36 is attached to a vehicle. Clip 13 is used to hold the molding strip to window 8. Space 12 between protective layer 3a and car body 5 is closed off by seal lip 3al. The manner of attaching the embodiment of Figure 36 to a vehicle as illustrated in Figure 37 can also be used in connection with the embodiment of Figure 13 and likewise, if extension 3al is used in connection wi~h the embodiments of Figures 12 and 14, then the manner of attachment illustrated in Figure 15 can be used to attach the molding strip of Figures 12 and 14 to a vehicle.
Figure 38A illustrates still another alternative embodiment of the present invention. The molding of Figure 38A
differs from the molding of Figure 36 in that in Figure 36 the extension or seal lip 3al extends downwardly, whereas in Figure 38A the seal lip or extension 3a2 extends in more of an outward direction. The other portions of the molding of Figure 38A are similar to those illustrated in Figure 36 and again protective layer 3a with seal lip 3a2 illustrated in Figure 38A can be used with any of the embodiments of Figures 12, 13 and 14.
Figure 38B illustrates the manner in which the embodiment of Figure 38A is attached to a vehicle. Seal lip 3a2 I ~B7~8 closes off space 12, thereby preventing dirt, grease, water, etc.
from entering the space. The seal lip thus prevents damage to the vehicle body in -the area of space 12. This of course is the same advantage that seal lip 3al in Fi~ure 36 provides.
The manner of attaching the molding to the car body illustrated in Figure 38B uses adhesive 9 as well as adhesive 9a in the space between the molding and glass 8. This manner of attach-ment can be used with all of the embodiments illustrated in Figures 12-14 and likewise the manner of attachment illustrated in Figure 15 can be used to attach the molding of Figure 38A to a vehicle.
Figure 39 illustrates still another alternative embodiment in which the protective layer 3a includes a tubular seal 3a3. In Figure 39, body member lal corresponds to the body member lal illustrated in Figure 14. It will be appreciated, however, that protective layer 3a including ; tubular seal 3a3 is equally as compatible with the embodiments of Figures 12 and 13.
; Figure 40 illustrates the manner in which the embodi-ment of Figure 3~ is attached to a vehicle. In Figure 40, the body member of Figure 12 is used rather than that of Fi~ure 33.
Tubular seal 3a3 seals space 12 formed between the bottom portion of protective layer 3a3 and body 5. This seal prevents water, dirt, etc. from enterin~ space 12, thereby preventing corrosion of the vehicle.
Figure 41 illustrates still another alternative embodiment of the present invention in which protective layer 3a includes an extension or seal lip 3a4 which extends out-wardly from protective layer 3a. Figure 41 illustrat~s this protective layer used in conjunction with the embodiment of ~ - 12 -7~
Figure 5. Protective layer 3a, with seal lip 3a4 can, however, also be used with the embodiments of Fiyures 6 and 8.
Figure 42 illustrates the manner in which the embodi~
ment of Figure 41 is attached to a vehicle. The manner o~
attachment is similar to that illustrated in Figure ll, except that instead of extension lfl, seal lip 3a4 forms a seal with vehicle body 5. This seal provides added protection for the prevention of water or dirt entering the space between the vehicle body and clip ll.
When a vehicle body is constructed of plastic, or other non-metallic material, then there would, o~ course, be no ; galvanic reaction occurring as a result of contact between metal foil 2 and the vehicle body. Thus, protective layer 3a may be eliminated when the moldings illustrated in Figs. 4-35 are used on vehi~les having non-me~allic bodies. Figures 43-74 illus-trate the various embodiments of Figures 4-35 in which protective layer 3a has been eliminated. Although protective layer 3a may be eliminated when the molding is used on a non-metallic vehicle body, it is not required tha~ it be so, and in fact, the use of the protective layer with the non-metallic - body offers the aforementioned advantages of minimizing the transmission of vibratory noises and to compensate for less ~ ~ than precise manufacturing tolerances.
-~ Referring now to Figures 75 and 76, roof drip moldings, having an approximate C-shaped cross section are formed having a synthetic resin body member or substrate l and a stainless steel foil layer 2 bonded thereto. Protective layers 3a and 3b are partially or wholl~ disposed between the contact of body member 1 ~ith car ~ody 5, including any glazed areas. The molding illustrated in Figure 76 has a leg lvl formed inside of the body ~ ~7~
member. Roof edge 5a of car body 5 fits into the inner groove of the molding, wherein protective layers 3a and 3b are provided at the contact with roof edge 5a.
Projections 3a5 and 3b5 may be formed on the inside surfaces of protective layers 3a and 3b as illustrated in Fig.
76 and would be useful to ensure a close fit with roof edge 5a.
~eanwhile, separate provision of protective layers 3a and 3b on the inside surface of the two curved parts of the molding which engage roof edge 5a would make it possible to securely engage roof edge 5a with a small area of protec~ive layers 3a and 3b.
Referring now to Fig. 77 which illustrates a wheel arch molding, a molding with an approximately V-shaped section is attached to plating 5b of car body 5, wherein protective layers 3a and 3b are formed at the contact oE the molding with plating 5b. Of course, the protective layer may be formed on the whole of the back side of the molding.
Figure 78 illustrates a trunk or a bonnet edge molding.
In the embodiments of Figures 77 and 78 as well as in those of Figs. 75 and 76, separate protective layers may be formed on the inside surface of the curved parts at both ends ; of the molding which grasp the vehicle body.
In Fig. 79 illustrating a step molding under a door, body member 1 is formed to be essentially ~lat and has T-shaped projections lwl which are received into holes bored into plating surface 5c of the car body. Protective layers 3a, 3b, and 3c are bonded on the periphery of projections lwl to isolate the molding from plating surface 5c. Front grille and side moldings are of similar construction and constitution to the step moldings just described.
I
` I 1~74~
Figure 80 illustrates a door molding wherein protective layer 3a has a lip 3a6 formed to contact door window glass 8. Accordingly, protective layers 3a and 3b function as a seal between plating 5d of car body 5 and window glass 8.
Figures 81 and 82 illustrate a door belt molding having an arch shaped cross section wherein protective layer 3b on the inside~left side of the molding contacts car body 5 and protective layer 3a on the outside of the right side of the molding contacts the window glass. A weather strip 3a' shown in broken lines, may be attached to the molding. The molding in Figure 82 is secured to the car body by means of clips 13.
Figures 83 and 84 illustrate a step-molding having triangular shaped cross section, in which the protective layers 3a and 3b bonded on ends of the molding are aligned in the same plane to contact the car body. Clip 13 is used to hold the molding to the car body.
Figures 85 and 86 illustrate a door molding similar to the molding illustrated in Figures 81 and 82, in which protective layer 3a has lips 3a7 formed thereon to contact the - window glass and wherein protective layer 3b contacts the car body.
Figures 87~and 88 illustrate a roof drip molding hav1ng a roughly C-shaped cross section wherein protective layers ; 3a and 3b are bonded to the end portions of the molding to contact a portion of the roof drip of the car body and to protect it.
The present invention may be embodied in other specific forms without departing from the spirit or essential characteristics thereof. The presently disclosed embodiments ~ lB7488 are therefore to be considered in all respects as illustrative and not restrictive, the scope of the invention being indicated by the appended claims, rather than the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are, therefore, to be embraced therein.
i
Claims (14)
1. A molding for a vehicle comprising:
(a) a synthetic resin body member having an inner and outer surface said body member being shaped for interlock-ing mechanical connection to a portion of said vehicle;
(b) a metal foil bonded to at least a portion of the outer surface of said synthetic resin body member; and (c) soft plastic protective layer means bonded to at least a portion of the inner surface of the said synthetic resin body member at the contact area of said body member with said portion of the vehicle to form a protective layer between said synthetic resin body member and said portion of said vehicle.
(a) a synthetic resin body member having an inner and outer surface said body member being shaped for interlock-ing mechanical connection to a portion of said vehicle;
(b) a metal foil bonded to at least a portion of the outer surface of said synthetic resin body member; and (c) soft plastic protective layer means bonded to at least a portion of the inner surface of the said synthetic resin body member at the contact area of said body member with said portion of the vehicle to form a protective layer between said synthetic resin body member and said portion of said vehicle.
2. A molding as set forth in claim 1 wherein the molding is substantially C-shaped such that the portion of said vehicle to which the molding is connectable is receivable into the open end of said C-shaped molding.
3. A molding as set forth in claim 1 wherein at least one projection is formed onto said body member and extends away therefrom, said projection being receivably engageable by an orifice formed into said vehicle to secure said molding to said vehicle, said soft plastic protective layer means being bonded to the periphery of said at least one projection to prevent contact between said body member and said portion of said vehicle.
4. The molding of claims 1, 2 or 3 wherein the syn-thetic resin is ABS resin or polycarbonate resin.
5. The molding of claims 1, 2 or 3 wherein the metal foil has a thickness in the range of 30 to 200 µ.
6. The molding of claims 1, 2 or 3 wherein the metal foil is coated with a thin film of polyvinyl chloride resin, cellulose acetate resin or butyrate resin.
7. The molding of claims 1, 2 or 3 wherein the pro-tective layer means of soft plastic material is soft polyvinyl chloride resin, vinyl acetate resin, or an ethylene-vinyl acetate copolymer.
8. The molding of claim 2 wherein said soft plastic protective layer means comprise separate layer means bonded to the inside of the curved parts of the C at the ends of said body member.
9. The molding of claim 1 wherein said portion of a vehicle comprises the plating of a car body around the window glass and said soft plastic protective layer means include a lip which extends to engage said window glass.
10. The molding of claim 1 wherein the body member is substantially V-shaped such that the portion of said vehicle to which the molding is connectable is receivable into the V.
11. The molding of claims 8, 9 or 10 wherein the synthetic resin is ABS resin or polycarbonate resin.
12. The molding of claims 8, 9 or 10 wherein the metal foil has a thickness in the range of 30 to 200 µ.
13. The molding of claims 8, 9 or 10 wherein the metal foil is coated with a thin film of polyvinyl chloride resin, cellulose acetate resin or butyrate resin.
14. The molding of claims 8, 9 or 10 wherein the protective layer means of soft plastic material is soft poly-vinyl chloride resin, vinyl acetate resin, or an ethylene-vinyl acetate copolymer.
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP1978042502U JPS54144642U (en) | 1978-03-31 | 1978-03-31 | |
| JP53-42502 | 1978-03-31 | ||
| CA000324021A CA1120970A (en) | 1978-03-31 | 1979-03-23 | Synthetic resin molding for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1167488A true CA1167488A (en) | 1984-05-15 |
Family
ID=25668897
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000393851A Expired CA1167488A (en) | 1978-03-31 | 1982-01-08 | Synthetic resin molding for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1167488A (en) |
-
1982
- 1982-01-08 CA CA000393851A patent/CA1167488A/en not_active Expired
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