CA2308669A1 - Vehicle door beam - Google Patents
Vehicle door beam Download PDFInfo
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- CA2308669A1 CA2308669A1 CA 2308669 CA2308669A CA2308669A1 CA 2308669 A1 CA2308669 A1 CA 2308669A1 CA 2308669 CA2308669 CA 2308669 CA 2308669 A CA2308669 A CA 2308669A CA 2308669 A1 CA2308669 A1 CA 2308669A1
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Abstract
A door beam is provided for attachment to front and rear parts of a vehicle doorframe for imparting improved impact strength to the vehicle door. The door beam includes a tubular beam and end-mounted brackets attached to ends of the tubular beam by cold welding, MIG welding and/or a combination thereof. The tubular beam includes outer and inner wall sections that have an arcuate cross-sectional shape, and top and bottom wall sections that connect the outer and inner wall sections but that are not arcuately shaped. The top and bottom wall sections include flat portions and curvilinear connecting portions that cause the cross-section of the tubular beam to be extended in a predetermined direction. The unique cross-sectional shape of the tubular beam allows the door beam to fit into a well-defined envelope of space within the door without interfering with other components in the door and further provides the door beam with excellent energy absorption and crashworthiness properties for withstanding side impact.
The cold welding process helps eliminate twist and dimensional distortion of the door beam during attachment of the brackets to the tubular beam.
The cold welding process helps eliminate twist and dimensional distortion of the door beam during attachment of the brackets to the tubular beam.
Description
VEHICLE DOOR BEAM
BACKGROUND OF THE INVENTION
The present invention concerns door beams for vehicles, and more particularly concerns a door beam having a unique tubular cross-section and novel end-mounted attachment brackets.
Most doors in modern passenger vehicles include a door beam or equivalent structure designed to provide good side-impact impact strength. Typically, the door beam is a separate component that fits into a well-defined area or "envelope" in the door where it does not interfere with other components in the door. It is important that the door beam provide optimal strength and structure to the door to both absorb energy, as well as to transfer energy from side impact Io collisions to the vehicle body and frame. No single cross-sectional shape is optimal for all vehicles. Some door beams have cross-sections with similar vertical and horizontal dimensions, while others have very different vertical and horizontal cross-sectional dimensions. The cross-sectional shape of individual door beams can be greatly influenced by the particular door beam envelope that the door beam must fit into. However, in all vehicles, an important criteria is energy absorption and vehicle occupant safety.
It is known to manufacture a door beam with a circular tubular cross-section, because circular cross-sectional shapes provide a very good distribution of stress and energy absorption.
However, circular tubular shapes are not suitable for all vehicles. Instead, vehicle manufacturers often desire a tubular door beam having a non-circular cross-sectional shape that is varied in one or more directions to better fit into different envelops within particular door constructions but that still maintain a high level of impact strength and energy-absorbing capability. There is a need to provide a door beam that utilizes the advantageous characteristics of arcuate shapes, but that satisfies the manufacturers needs and desires for non-circular shapes.
One known existing tubular door beam achieves its ultra high strength physical properties through use of secondary in-line heat treating and tempering. However, this secondary process can result in non-uniform properties in the door beam, and/or can induce a twist and unacceptable dimensional variation in the door beam. A process is desired that does not require a secondary heat treating process and that reduces the tendency to induce a twist into a door beam during secondary operations. Also, it is desirable to provide a cross-section and end-mounted attachment brackets that facilitate manufacture of a door beam that is dimensionally accurate and not dimensionally distorted. Accordingly, a door beam offering the above advantages and solving the aforementioned disadvantages is desired.
to SUMMARY OF THE PRESENT INVENTION
In one aspect of the present invention, a door beam includes a tubular beam having outer, top, inner, and bottom wall sections defining a tubular cross-section and a cavity. The outer and inner wall sections are arcuately shaped and define an outer wall radius and an inner wall radius, respectively. The top and bottom wall sections interconnect the outer and inner wall sections and include relatively flat portions that extend parallel each other.
In another aspect, a door beam includes a tubular beam made from high strength metal including arcuate outer and inner wall sections, relatively flat top and bottom wall sections, and curvilinear connecting wall sections that connect each of the outer, top, inner, and bottom wall sections to form a tubular cross-section. The tubular cross-section defines a first center point located midway between the outer and inner wall sections and midway between the top and bottom wall sections. The arcuate outer wall section defines an outer wall radius and a outer wall center point that is different than the first center point but between the outer and inner wall sections. The arcuate inner wall section defines an inner wall radius and an inner wall center point that is different than the first center point but between the outer and inner wall sections.
In another aspect, a door beam includes a tubular beam including end sections, and brackets attached to associated ends of the tubular beam for attaching the tubular beam to a door construction. The brackets include mating wall sections defining cavities shaped to closely receive the associated ends. The ends and the respective mating wall sections include interfacing material bonded together by cold welding that characteristically is not undesirably thermally stressed nor distorted by thermal processes.
In another aspect, a door beam includes a tubular beam having a non-circular cross-section and having ends. Brackets are attached at least in part by cold welded material to each of the ends.
In another aspect, a method comprises steps of providing a tubular beam including ends, and providing brackets shaped to matingly engage the ends. The method further includes attaching the brackets to the ends including cold welding the brackets to the ends to form an interface bond that characteristically is not undesirably thermally stressed nor distorted by a secondary thermal process.
These and other features, objects, and advantages of the present invention will become apparent to a person of ordinary skill upon reading the following description and claims together with reference to the accompanying drawings.
2o BRIEF DESCRIPTION OF DRAWINGS
Fig. 1 is a perspective view of a door including the present door beam;
Fig. 2 is a cross-sectional view of a tubular door beam;
BACKGROUND OF THE INVENTION
The present invention concerns door beams for vehicles, and more particularly concerns a door beam having a unique tubular cross-section and novel end-mounted attachment brackets.
Most doors in modern passenger vehicles include a door beam or equivalent structure designed to provide good side-impact impact strength. Typically, the door beam is a separate component that fits into a well-defined area or "envelope" in the door where it does not interfere with other components in the door. It is important that the door beam provide optimal strength and structure to the door to both absorb energy, as well as to transfer energy from side impact Io collisions to the vehicle body and frame. No single cross-sectional shape is optimal for all vehicles. Some door beams have cross-sections with similar vertical and horizontal dimensions, while others have very different vertical and horizontal cross-sectional dimensions. The cross-sectional shape of individual door beams can be greatly influenced by the particular door beam envelope that the door beam must fit into. However, in all vehicles, an important criteria is energy absorption and vehicle occupant safety.
It is known to manufacture a door beam with a circular tubular cross-section, because circular cross-sectional shapes provide a very good distribution of stress and energy absorption.
However, circular tubular shapes are not suitable for all vehicles. Instead, vehicle manufacturers often desire a tubular door beam having a non-circular cross-sectional shape that is varied in one or more directions to better fit into different envelops within particular door constructions but that still maintain a high level of impact strength and energy-absorbing capability. There is a need to provide a door beam that utilizes the advantageous characteristics of arcuate shapes, but that satisfies the manufacturers needs and desires for non-circular shapes.
One known existing tubular door beam achieves its ultra high strength physical properties through use of secondary in-line heat treating and tempering. However, this secondary process can result in non-uniform properties in the door beam, and/or can induce a twist and unacceptable dimensional variation in the door beam. A process is desired that does not require a secondary heat treating process and that reduces the tendency to induce a twist into a door beam during secondary operations. Also, it is desirable to provide a cross-section and end-mounted attachment brackets that facilitate manufacture of a door beam that is dimensionally accurate and not dimensionally distorted. Accordingly, a door beam offering the above advantages and solving the aforementioned disadvantages is desired.
to SUMMARY OF THE PRESENT INVENTION
In one aspect of the present invention, a door beam includes a tubular beam having outer, top, inner, and bottom wall sections defining a tubular cross-section and a cavity. The outer and inner wall sections are arcuately shaped and define an outer wall radius and an inner wall radius, respectively. The top and bottom wall sections interconnect the outer and inner wall sections and include relatively flat portions that extend parallel each other.
In another aspect, a door beam includes a tubular beam made from high strength metal including arcuate outer and inner wall sections, relatively flat top and bottom wall sections, and curvilinear connecting wall sections that connect each of the outer, top, inner, and bottom wall sections to form a tubular cross-section. The tubular cross-section defines a first center point located midway between the outer and inner wall sections and midway between the top and bottom wall sections. The arcuate outer wall section defines an outer wall radius and a outer wall center point that is different than the first center point but between the outer and inner wall sections. The arcuate inner wall section defines an inner wall radius and an inner wall center point that is different than the first center point but between the outer and inner wall sections.
In another aspect, a door beam includes a tubular beam including end sections, and brackets attached to associated ends of the tubular beam for attaching the tubular beam to a door construction. The brackets include mating wall sections defining cavities shaped to closely receive the associated ends. The ends and the respective mating wall sections include interfacing material bonded together by cold welding that characteristically is not undesirably thermally stressed nor distorted by thermal processes.
In another aspect, a door beam includes a tubular beam having a non-circular cross-section and having ends. Brackets are attached at least in part by cold welded material to each of the ends.
In another aspect, a method comprises steps of providing a tubular beam including ends, and providing brackets shaped to matingly engage the ends. The method further includes attaching the brackets to the ends including cold welding the brackets to the ends to form an interface bond that characteristically is not undesirably thermally stressed nor distorted by a secondary thermal process.
These and other features, objects, and advantages of the present invention will become apparent to a person of ordinary skill upon reading the following description and claims together with reference to the accompanying drawings.
2o BRIEF DESCRIPTION OF DRAWINGS
Fig. 1 is a perspective view of a door including the present door beam;
Fig. 2 is a cross-sectional view of a tubular door beam;
Fig. 3 is a perspective view of an end-mounted front attachment bracket for attachment to the door beam of Fig. 2;
Fig. 4 is a perspective view of a modified end-mounted front attachment bracket for attachment to the door beam of Fig. 2;
Fig. 5 is a perspective view of an end-mounted rear attachment bracket for attachment to the door beam of Fig. 2; and Fig. 6 is a perspective view of a modified end-mounted rear attachment bracket for attachment to the door beam of Fig. 2.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
to A door 6 (Fig. 1) embodying the present invention includes a door frame with front and rear frame members 7 and 8, and a door beam 10 attached across the door 6 between the frame members 7 and 8 for providing improved impact strength to the door 6. The door beam 10 includes a tubular beam 11 and end-mounted brackets 12 and 12' attached to and supporting ends of the tubular beam 11. The tubular beam 11 has a unique cross-sectional shape designed to ~5 allow the door beam 10 to fit into a well-defined envelope of space within the door 6 without interfering with other components in the door 6. The cross-sectional shape of the door beam 10 is further designed to provide the door 6 with optimal energy absorption and crashworthiness during side impact.
More specifically, the tubular beam 11 (Fig. 2) includes outer, inner, top and bottom wall 2o sections 13-16 defining a tubular cross-section and a cavity 17. The outer and inner wall sections 13 and 14 define an outer wall radius 18 and an inner wall radius 19, respectively. The top and bottom wall sections 15 and 16 include relatively flat portions 20 and 21, respectively, that extend generally parallel each other and further include curvilinear connecting portions 22-25 that connect edges of the flat portions 20 and 21 to the outer and inner wall sections 13 and 14. A
weld line 22' is located in the middle of the inner wall section 14 at a symmetrical center thereof.
In the illustrated cross-section, the outer wall radius 18 is about 0.67 inches, while the inner wall radius 19 is about 0.83 inches. The flat portions 20 and 21 are about 0.16 to .25 inches long (preferably about 0.17 inches long in the illustrated cross-section) and extend in a parallel horizontal direction when the beam 11 is in a door-mounted vehicle-installed position.
The curvilinear connecting portions 22 and 23 at the outer ends of the flat portions 20 and 21 have a radius of about 0.50 inches, while the curvilinear connecting portions 24 and 25 at the to inner ends of the flat portions 20 and 21 have a radius of about 0.33 inches. In a door-mounted and vehicle-installed position, the tubular beam 11 has an overall vertical dimension D 1 of about 1.32 inches, and an inner-to-outer dimension D2 of about 1.25 inches. The arcuate nature of the outer and inner wall sections 13 and 14 provide an excellent energy-absorbing impact strength that is not unlike that of prior-art door beams having a circular cross-section. The top and bottom wall sections 15 and 16 complement the outer and inner wall sections 13 and 14 by interconnecting the outer and inner wall sections 13 and 14 to provide excellent impact strength, yet they change the cross-sectional shape to allow the tubular beam 11 to fit in an optimal manner within the envelope provided for the door beam 11 in the door 10.
It is noted that the outer wall and inner wall radii 18 and 19 each define a circle that is larger than the vertical and horizontal dimensions D1 and D2 noted above. A
mid-point 26 in the cavity 17 is defined at a location half way between the outer and inner wall sections 13 and 14, and half way between the top and bottom wall sections 15 and 16. The radius 18 defines a center point C1 for the outer wall section 13, and the radius 19 defines a center point C2 for the inner wall section 14. The size of the radius 18 causes the center point C 1 to fall within the cavity 17, but causes the mid-point 26 to fall between the center point C1 and its outer wall section 13. The size of the radius 19 causes the center point C2 to fall within the cavity 17, but causes the mid-point 26 to fall between the center point C2 and its inner wall sections 14.
Thus, the cross-section of tubular beam 11 is enlarged from that of a circle toward that of a rectangle, yet the cross-section maintains many of the properties of a circular cross-section.
This arrangement assists in the tubular beam's absorption of energy during impact and assists in its resistance toward premature and unexpected kinking and collapse. It is also noted that the radius 19 is about 25 % larger than the radius 18, and that the radius 18 is relatively close to the vertical dimension D1. These dimensions and their ratios and proportions and orientations are important to the properties of the present tubular beam 11. For example, the different radii 18 and 19 lead to significant differences in the properties of the tubular beam 11 over beams with other radii.
Nonetheless, it is conceived that the present tubular beam 11 could be used in a vehicle in a position where the tubular beam 11 is rotated 90 degrees from the orientation shown and discussed above. The present tubular cross-section provides impact and energy absorbing properties that are similar to a circular cross-section. It is contemplated that ultra high strength materials and/or thicker materials can be used to further increase the impact strength and energy absorbing properties of the illustrated door beam 11.
Notably, the tubular beam 11 is can be made from many different materials. It is 2o contemplated that the illustrated tubular beam 11 can be made from ultra-high strength steel having a tensile strength of greater that 220 KSI and having a thickness of about 1.2 mm to 1.9 mm, (preferably 1.2 mm). Existing roll-forming equipment is available that is capable of roll-forming steels having a tensile strength of over 200 KSI. Since the tubular beam 11 of the present invention does not need to undergo any post-roll-forming heat treatment after the tubular beam 11 is formed, the present method eliminates many dimensional problems (such as twisting and other undesirable dimensional changes) caused by methods that include post-roll-forming heat treatment. Since the door beam 11 is made from ultra high strength material, it can have a tendency to spring back during roll-forming, such that the term "flat portions 20 and 21 " should be understood to include some non-planar dimensional variations while still being within the scope of the present invention.
The front attachment brackets 12 (Fig. 3) include an enlarged section 30 configured to be secured to the front frame member 7 of the door 6, such as by welding or mechanical fastening.
1o The attachment brackets 12 further include a tube-engaging contoured section 31. It is contemplated that the tube-engaging contoured section 31 can be welded to the enlarged section 30 by welding (e.g. MIIG welding or the like), and/or can be integrally formed from the material of enlarged section 30. In bracket 12, the contoured section 31 is a separate tube attached to section 31 to define a recessed surface or cavity 32 shaped to closely receive and capture an end ~s of the tubular beam 11. It is contemplated that the brackets 12 are attached to the tubular beam 11 by positioning the tubular beam 11 in the cavity 32, and oscillatingly translating (or rotating) the tubular beam 11. This causes frictional cold welding of the tubular beam 11 to the bracket 12. The cold welding process has the advantage of producing minimal heat, and thus minimal distortion from heat during the bonding process. It is contemplated that the cold welding can be 20 accomplished by in and out oscillating movement of the brackets 12 while holding the tubular beam 11 in a fixed position. This results in sufficient friction and material interference to cause the material of the brackets 12 to bond with a metallurgical bond to the tubular beam 12. A
material under the trademark TRIB GELTM sold by Silicon Solutions, of Twinsburg, Ohio, assists in the cold welding process by eliminating oxygen in the area of the bonding interface during the cold welding process. Since both the brackets 12 and 12' are held in an optimally angularly aligned position, they bond in desired matched positions to the beam 11. Notably, the non-circular cross-sectional shape of the tubular beam 11 helps orient the tubular beam 11 relative to the brackets 12, which in turn helps orient the beam 11 relative to a final vehicle-installed position. The orientation of the beam 11 is important due to its non-circular shape and also because the weld 22' is preferably centered on an inner side when the door beam 10 is in a vehicle-mounted portion. Notably limited areas of MIG welded material can also be used to help retain the brackets 12 to the beam 11 if desired.
A modified front attachment bracket 12A (Fig. 4) is related to the attachment bracket 12 in that it includes an enlarged section 30A similar to enlarged section 30.
The enlarged section 30A is configured to be secured to the front frame member 7 of the door 6, such as by welding or mechanical fastening. However, the attachment brackets 12A include a modified tube-engaging contoured section 31A. In bracket 12A, the contoured section 31A defines a recessed surface or i5 cavity 32A shaped to closely receive one side of an end of the tubular beam 11. It is contemplated that the brackets 12A are attached to the tubular beam 11 by a cold welding process similar to the method described above in regard to brackets 12, or by a MIG
welding process, or by a combination of MIG welding and cold welding. The cold welding process has the advantage of producing minimal heat, and thus minimal distortion from heat during the bonding process.
2o However, the MIG welding process, if limited to non-critical areas or small areas can also result in minimal heat being added to a part and thus minimal thermal distortion. For example, a cold welded bracket combined with a longitudinally extending bead of MIG weld material 37A and 38A along each side can adequately bond the bracket 12A to an end of door beam 11. Notably, the non-circular cross-sectional shape of the tubular beam 11 helps orient the tubular beam 11 relative to the brackets 12, which in turn helps orient the beam 11 relative to a final vehicle-installed position.
Rear attachment brackets 12' (Fig. 5) and 12A' (Fig. 6) are provided that are similar to the front attachment brackets 12 (Fig. 3) and 12A (Fig. 4), respectively.
Specifically, rear attachment bracket 12' (Fig. 5) includes an enlarged section 35 configured for connection to the rear frame member 8, and a tube-shaped configured section 36 with a cavity shaped to mateably engage an end of the tubular beam 11. The modified rear attachment bracket 12A' (Fig. 6) includes an enlarged section 35A configured for connection to the rear frame member 8, and a to tube-engaging configured section 36A with a recess shaped to mateably engage an end of the tubular beam 11.
In the foregoing description, it will be readily appreciated by persons skilled in the art that modifications may be made to the invention without departing from the concepts disclosed herein.
Such modifications are to be considered as included in the following claims, unless these claims by their language expressly state otherwise.
Fig. 4 is a perspective view of a modified end-mounted front attachment bracket for attachment to the door beam of Fig. 2;
Fig. 5 is a perspective view of an end-mounted rear attachment bracket for attachment to the door beam of Fig. 2; and Fig. 6 is a perspective view of a modified end-mounted rear attachment bracket for attachment to the door beam of Fig. 2.
DETAILED DESCRIPTION OF PREFERRED EMBODIMENT
to A door 6 (Fig. 1) embodying the present invention includes a door frame with front and rear frame members 7 and 8, and a door beam 10 attached across the door 6 between the frame members 7 and 8 for providing improved impact strength to the door 6. The door beam 10 includes a tubular beam 11 and end-mounted brackets 12 and 12' attached to and supporting ends of the tubular beam 11. The tubular beam 11 has a unique cross-sectional shape designed to ~5 allow the door beam 10 to fit into a well-defined envelope of space within the door 6 without interfering with other components in the door 6. The cross-sectional shape of the door beam 10 is further designed to provide the door 6 with optimal energy absorption and crashworthiness during side impact.
More specifically, the tubular beam 11 (Fig. 2) includes outer, inner, top and bottom wall 2o sections 13-16 defining a tubular cross-section and a cavity 17. The outer and inner wall sections 13 and 14 define an outer wall radius 18 and an inner wall radius 19, respectively. The top and bottom wall sections 15 and 16 include relatively flat portions 20 and 21, respectively, that extend generally parallel each other and further include curvilinear connecting portions 22-25 that connect edges of the flat portions 20 and 21 to the outer and inner wall sections 13 and 14. A
weld line 22' is located in the middle of the inner wall section 14 at a symmetrical center thereof.
In the illustrated cross-section, the outer wall radius 18 is about 0.67 inches, while the inner wall radius 19 is about 0.83 inches. The flat portions 20 and 21 are about 0.16 to .25 inches long (preferably about 0.17 inches long in the illustrated cross-section) and extend in a parallel horizontal direction when the beam 11 is in a door-mounted vehicle-installed position.
The curvilinear connecting portions 22 and 23 at the outer ends of the flat portions 20 and 21 have a radius of about 0.50 inches, while the curvilinear connecting portions 24 and 25 at the to inner ends of the flat portions 20 and 21 have a radius of about 0.33 inches. In a door-mounted and vehicle-installed position, the tubular beam 11 has an overall vertical dimension D 1 of about 1.32 inches, and an inner-to-outer dimension D2 of about 1.25 inches. The arcuate nature of the outer and inner wall sections 13 and 14 provide an excellent energy-absorbing impact strength that is not unlike that of prior-art door beams having a circular cross-section. The top and bottom wall sections 15 and 16 complement the outer and inner wall sections 13 and 14 by interconnecting the outer and inner wall sections 13 and 14 to provide excellent impact strength, yet they change the cross-sectional shape to allow the tubular beam 11 to fit in an optimal manner within the envelope provided for the door beam 11 in the door 10.
It is noted that the outer wall and inner wall radii 18 and 19 each define a circle that is larger than the vertical and horizontal dimensions D1 and D2 noted above. A
mid-point 26 in the cavity 17 is defined at a location half way between the outer and inner wall sections 13 and 14, and half way between the top and bottom wall sections 15 and 16. The radius 18 defines a center point C1 for the outer wall section 13, and the radius 19 defines a center point C2 for the inner wall section 14. The size of the radius 18 causes the center point C 1 to fall within the cavity 17, but causes the mid-point 26 to fall between the center point C1 and its outer wall section 13. The size of the radius 19 causes the center point C2 to fall within the cavity 17, but causes the mid-point 26 to fall between the center point C2 and its inner wall sections 14.
Thus, the cross-section of tubular beam 11 is enlarged from that of a circle toward that of a rectangle, yet the cross-section maintains many of the properties of a circular cross-section.
This arrangement assists in the tubular beam's absorption of energy during impact and assists in its resistance toward premature and unexpected kinking and collapse. It is also noted that the radius 19 is about 25 % larger than the radius 18, and that the radius 18 is relatively close to the vertical dimension D1. These dimensions and their ratios and proportions and orientations are important to the properties of the present tubular beam 11. For example, the different radii 18 and 19 lead to significant differences in the properties of the tubular beam 11 over beams with other radii.
Nonetheless, it is conceived that the present tubular beam 11 could be used in a vehicle in a position where the tubular beam 11 is rotated 90 degrees from the orientation shown and discussed above. The present tubular cross-section provides impact and energy absorbing properties that are similar to a circular cross-section. It is contemplated that ultra high strength materials and/or thicker materials can be used to further increase the impact strength and energy absorbing properties of the illustrated door beam 11.
Notably, the tubular beam 11 is can be made from many different materials. It is 2o contemplated that the illustrated tubular beam 11 can be made from ultra-high strength steel having a tensile strength of greater that 220 KSI and having a thickness of about 1.2 mm to 1.9 mm, (preferably 1.2 mm). Existing roll-forming equipment is available that is capable of roll-forming steels having a tensile strength of over 200 KSI. Since the tubular beam 11 of the present invention does not need to undergo any post-roll-forming heat treatment after the tubular beam 11 is formed, the present method eliminates many dimensional problems (such as twisting and other undesirable dimensional changes) caused by methods that include post-roll-forming heat treatment. Since the door beam 11 is made from ultra high strength material, it can have a tendency to spring back during roll-forming, such that the term "flat portions 20 and 21 " should be understood to include some non-planar dimensional variations while still being within the scope of the present invention.
The front attachment brackets 12 (Fig. 3) include an enlarged section 30 configured to be secured to the front frame member 7 of the door 6, such as by welding or mechanical fastening.
1o The attachment brackets 12 further include a tube-engaging contoured section 31. It is contemplated that the tube-engaging contoured section 31 can be welded to the enlarged section 30 by welding (e.g. MIIG welding or the like), and/or can be integrally formed from the material of enlarged section 30. In bracket 12, the contoured section 31 is a separate tube attached to section 31 to define a recessed surface or cavity 32 shaped to closely receive and capture an end ~s of the tubular beam 11. It is contemplated that the brackets 12 are attached to the tubular beam 11 by positioning the tubular beam 11 in the cavity 32, and oscillatingly translating (or rotating) the tubular beam 11. This causes frictional cold welding of the tubular beam 11 to the bracket 12. The cold welding process has the advantage of producing minimal heat, and thus minimal distortion from heat during the bonding process. It is contemplated that the cold welding can be 20 accomplished by in and out oscillating movement of the brackets 12 while holding the tubular beam 11 in a fixed position. This results in sufficient friction and material interference to cause the material of the brackets 12 to bond with a metallurgical bond to the tubular beam 12. A
material under the trademark TRIB GELTM sold by Silicon Solutions, of Twinsburg, Ohio, assists in the cold welding process by eliminating oxygen in the area of the bonding interface during the cold welding process. Since both the brackets 12 and 12' are held in an optimally angularly aligned position, they bond in desired matched positions to the beam 11. Notably, the non-circular cross-sectional shape of the tubular beam 11 helps orient the tubular beam 11 relative to the brackets 12, which in turn helps orient the beam 11 relative to a final vehicle-installed position. The orientation of the beam 11 is important due to its non-circular shape and also because the weld 22' is preferably centered on an inner side when the door beam 10 is in a vehicle-mounted portion. Notably limited areas of MIG welded material can also be used to help retain the brackets 12 to the beam 11 if desired.
A modified front attachment bracket 12A (Fig. 4) is related to the attachment bracket 12 in that it includes an enlarged section 30A similar to enlarged section 30.
The enlarged section 30A is configured to be secured to the front frame member 7 of the door 6, such as by welding or mechanical fastening. However, the attachment brackets 12A include a modified tube-engaging contoured section 31A. In bracket 12A, the contoured section 31A defines a recessed surface or i5 cavity 32A shaped to closely receive one side of an end of the tubular beam 11. It is contemplated that the brackets 12A are attached to the tubular beam 11 by a cold welding process similar to the method described above in regard to brackets 12, or by a MIG
welding process, or by a combination of MIG welding and cold welding. The cold welding process has the advantage of producing minimal heat, and thus minimal distortion from heat during the bonding process.
2o However, the MIG welding process, if limited to non-critical areas or small areas can also result in minimal heat being added to a part and thus minimal thermal distortion. For example, a cold welded bracket combined with a longitudinally extending bead of MIG weld material 37A and 38A along each side can adequately bond the bracket 12A to an end of door beam 11. Notably, the non-circular cross-sectional shape of the tubular beam 11 helps orient the tubular beam 11 relative to the brackets 12, which in turn helps orient the beam 11 relative to a final vehicle-installed position.
Rear attachment brackets 12' (Fig. 5) and 12A' (Fig. 6) are provided that are similar to the front attachment brackets 12 (Fig. 3) and 12A (Fig. 4), respectively.
Specifically, rear attachment bracket 12' (Fig. 5) includes an enlarged section 35 configured for connection to the rear frame member 8, and a tube-shaped configured section 36 with a cavity shaped to mateably engage an end of the tubular beam 11. The modified rear attachment bracket 12A' (Fig. 6) includes an enlarged section 35A configured for connection to the rear frame member 8, and a to tube-engaging configured section 36A with a recess shaped to mateably engage an end of the tubular beam 11.
In the foregoing description, it will be readily appreciated by persons skilled in the art that modifications may be made to the invention without departing from the concepts disclosed herein.
Such modifications are to be considered as included in the following claims, unless these claims by their language expressly state otherwise.
Claims (20)
1. A door beam comprising:
a tubular beam including outer, top, inner, and bottom wall sections defining a tubular cross-section and a cavity, the outer and inner wall sections being arcuately shaped and defining an outer wall radius and an inner wall radius, respectively, the top and bottom wall sections interconnecting the outer and inner wall sections and including relatively flat portions that extend parallel to each other.
a tubular beam including outer, top, inner, and bottom wall sections defining a tubular cross-section and a cavity, the outer and inner wall sections being arcuately shaped and defining an outer wall radius and an inner wall radius, respectively, the top and bottom wall sections interconnecting the outer and inner wall sections and including relatively flat portions that extend parallel to each other.
2. The door beam defined in claim 1, wherein the inner wall radius and outer wall radius differ in size by at least about 20 %.
3. The door beam defined in claim 2, wherein a first maximum dimension defined between the top and bottom wall sections is at least about 5 % greater than a second maximum dimension defined between the outer and inner wall sections.
4. The door beam defined in claim 3, wherein the top and bottom wall sections include curvilinear connecting portions that extend from each edge of the flat portions to the outer wall and inner wall sections.
5. The door beam defined in claim 4, wherein the flat portions are at least about 0.16 inches long.
6. The door beam defined in claim 5, wherein the flat portions are less than about 0.25 inches long.
7. The door beam defined in claim 5, including attachment brackets each having a recessed surface mateably engaging to an associated end of the tubular beam, and having cold welded interface material bonding the attachment brackets to the tubular beam.
8. The door beam defined in claim 7, wherein the recessed surfaces and the associated ends further include MIG welded material bonding the recessed surfaces to the associated ends.
9. The door beam defined in claim 1, wherein the inner wall radius is at least about 20% greater than the outer wall radius.
10. The door beam defined in claim 1, wherein a first maximum dimension defined between the top and bottom wall sections is at least about 5 % greater than a second maximum dimension defined between the outer and inner wall sections.
11. The door beam defined in claim 1, wherein the top and bottom wall sections include curvilinear connecting portions that extend from each edge of the flat portions to the outer and inner wall sections.
12. A door beam comprising:
a tubular beam made from high strength metal including arcuate outer and inner wall sections, relatively flat top and bottom wall sections, and curvilinear connecting wall sections that connect each of the outer, top, inner, and bottom wall sections to form a tubular cross-section, the tubular cross-section defining a first center point located midway between the outer and inner wall sections and midway between the top and bottom wall sections, the arcuate outer wall section defining an outer wall radius and an outer wall center point that is different than the first center point but between the outer and inner wall sections, and the arcuate inner wall section defining an inner wall radius and an inner wall center point that is different than the first center point but between the outer and inner wall sections.
a tubular beam made from high strength metal including arcuate outer and inner wall sections, relatively flat top and bottom wall sections, and curvilinear connecting wall sections that connect each of the outer, top, inner, and bottom wall sections to form a tubular cross-section, the tubular cross-section defining a first center point located midway between the outer and inner wall sections and midway between the top and bottom wall sections, the arcuate outer wall section defining an outer wall radius and an outer wall center point that is different than the first center point but between the outer and inner wall sections, and the arcuate inner wall section defining an inner wall radius and an inner wall center point that is different than the first center point but between the outer and inner wall sections.
13. The door beam defined in claim 12, wherein the flat portions are at least about 0.16 inches long.
14. The door beam defined in claim 12, wherein the inner wall radius is at least about 20% greater than the outer wall radius.
15. The door beam defined in claim 12, wherein a first maximum dimension defined between the top and bottom wall sections is at least about 5 % greater than a second maximum dimension between the outer and inner wall sections.
16. The door beam defined in claim 12, wherein the top and bottom wall sections include curvilinear connecting portions that extend from the flat portions to the outer and inner wall sections.
17. A door beam comprising:
a tubular beam including end sections; and brackets attached to associated ends of the tubular beam for attaching the tubular beam to a door construction, the brackets including mating wall sections defining cavities shaped to closely receive the associated ends, the ends and the respective mating wall sections including interfacing material bonded together by cold welding that characteristically is not thermally stressed nor distorted by thermal processes.
a tubular beam including end sections; and brackets attached to associated ends of the tubular beam for attaching the tubular beam to a door construction, the brackets including mating wall sections defining cavities shaped to closely receive the associated ends, the ends and the respective mating wall sections including interfacing material bonded together by cold welding that characteristically is not thermally stressed nor distorted by thermal processes.
18. A door beam comprising:
a tubular beam having a non-circular cross-section and having ends; and a bracket attached at least in part by cold welded material to each of the ends.
a tubular beam having a non-circular cross-section and having ends; and a bracket attached at least in part by cold welded material to each of the ends.
19. The door beam defined in claim 18, including MIG welded material bonding the brackets to the tubular beam.
20. A method comprising steps of:
providing a tubular beam including ends;
providing brackets shaped to matingly engage the ends; and attaching the brackets to the ends including cold welding the brackets to the ends to form an interface bond that characteristically is not undesirably thermally stressed nor distorted by a secondary thermal process.
providing a tubular beam including ends;
providing brackets shaped to matingly engage the ends; and attaching the brackets to the ends including cold welding the brackets to the ends to form an interface bond that characteristically is not undesirably thermally stressed nor distorted by a secondary thermal process.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US33811399A | 1999-06-23 | 1999-06-23 | |
| US09/338,113 | 1999-06-23 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2308669A1 true CA2308669A1 (en) | 2000-12-23 |
Family
ID=23323469
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2308669 Abandoned CA2308669A1 (en) | 1999-06-23 | 2000-05-17 | Vehicle door beam |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2308669A1 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013210008A1 (en) | 2012-06-02 | 2013-12-05 | Ford Global Technologies, Llc | Vehicle door reinforcing carrier for use in door assembly of motor car, has variable cross-section extending in longitudinal direction of carrier with respect to vehicle, and circular cross-section formed in support bend |
| CN105966210A (en) * | 2016-06-16 | 2016-09-28 | 安徽大洋机械制造有限公司 | Production process of left front side face vehicle door inner plate assembly |
| CN108883792A (en) * | 2016-04-01 | 2018-11-23 | 新日铁住金株式会社 | Metal tube and the construction component for using metal tube |
-
2000
- 2000-05-17 CA CA 2308669 patent/CA2308669A1/en not_active Abandoned
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102013210008A1 (en) | 2012-06-02 | 2013-12-05 | Ford Global Technologies, Llc | Vehicle door reinforcing carrier for use in door assembly of motor car, has variable cross-section extending in longitudinal direction of carrier with respect to vehicle, and circular cross-section formed in support bend |
| CN108883792A (en) * | 2016-04-01 | 2018-11-23 | 新日铁住金株式会社 | Metal tube and the construction component for using metal tube |
| CN108883792B (en) * | 2016-04-01 | 2019-10-01 | 日本制铁株式会社 | Metal tube and the construction component for using metal tube |
| CN105966210A (en) * | 2016-06-16 | 2016-09-28 | 安徽大洋机械制造有限公司 | Production process of left front side face vehicle door inner plate assembly |
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| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| FZDE | Dead |