MXPA99008898A - Side intrusion beam with four points of connection - Google Patents

Abstract

A vehicle door side intrusion beam (122) spans the door (110) and includes structural keys (128) at each of four corners of the beam that mate with complementary shaped receptacles (132, 134) on the door jamb (20) to anchor the beam to the vehicle body.

Description

SIDE INTRUSION BEAM WITH FOUR POINTS OF CONNECTION BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to the chassis of a motor vehicle, and in particular to a lateral intrusion beam inside a door which is structurally integrated with the chassis. 2. Discussion of the Previous Technique It has previously been proposed to structurally integrate a vertically slidable door to a vehicle chassis. This door and chassis integration technology (DACIT) is applied to vertical sliding doors and is described in the following United States Patents issued to John A. Townsend, incorporated herein by reference: number 4,801,172 filed on January 31, 1989; No. 4,940,282 filed July 10, 1990; No. 5,378,036 filed January 3, 1995; and Application Serial No. 08 / 328,124 filed October 20, 1994. In operation, when the vertically slidable door which is subject to the above patents is closed, the structural pin members located at the edges of the door are engaged with matching receptacles in the doorway. In this position, each pair of matching door member and receptacle is capable of transmitting compressive, tension and torsional forces between the door and the vehicle chassis. The space in the chassis structure of the vehicle that is generated by the door opening is joined by the door when it is in its closed position. This integrated chassis system that exists when closing a vehicle's doors provides a much stiffer vehicle frame and more completely surrounds vehicle occupants to protect them from front, rear and side impacts. The last patent mentioned above also describes the use of a single, flat, lateral intrusion beam that spans the entire door to inhibit vehicle intrusion during a side impact collision. In a similar way to the previous one, it has also been proposed to apply DACIT to conventional articulated vehicle doors. This concept is described by the present inventors in U.S. Application Serial Number 08 / 577,649, filed December 22, 1995, incorporated herein by reference. That application also describes the use of two horizontal beams that span between the structural connections located adjacent to the four corners of the door. However, since a structural frame is not located through the central portion of the door, the occupants of the vehicle are not completely protected from the side impact intrusion. Another example of the foregoing is the side intrusion beams shown in United States Patent Number 3,887,227 issued to Deckert on July 3, 1975. This apparatus utilizes tension members within the vehicle door that are attached to sides opposite of the door opening when the door is closed. However, these tension members only transmit tensile forces and are not capable of transmitting compressive or torsional forces through the door openings, which may be necessary to reduce structural deformation during the front or rear end collision. These tension members also cover only a narrow portion of the door opening. Therefore wedges can be formed up or down when striking the vehicle and can only provide limited protection in some collisions.

The prior art side intruder beams mentioned above do not curve outwardly or inwardly when they encompass the doorway, have flat cross sections and do not cover a large portion of the door. The prior art provides limited protection against intrusion during a side impact collision. The use of the construction features of the prior art to create a door with increased protection against intrusion would provide a door that presents higher weight and costs. Increasing the weight of a moving door and the total weight and cost of the vehicle is often an unacceptable option in the manufacture of vehicles, and therefore, a lower level of protection against lateral intrusion is chosen instead. What is needed and not provided by the prior art is a lateral intrusion beam that efficiently provides a high level of lateral intrusion protection without adding excess weight, cost, size or complexity to the vehicle door.

BRIEF DESCRIPTION OF THE INVENTION The present invention provides a lateral intrusion beam that overcomes the disadvantages of the prior art discussed above. The lateral intrusion beam can be used in conjunction with a vertically slidable door, a conventional hinged door, a horizontally slidable trolley door, a rear exit orifice or any other vehicle door panel in which it is desirable to inhibit inward deformation during a collision. In accordance with one aspect of the present invention, a detachable structural connection is located at each of the four corners of the door to structurally connect the lateral intrusion beam to the main chassis of the vehicle when the door is closed. In the preferred embodiment, the wedge-shaped structural pins are located at the top and bottom of the front and rear edges of a conventional hinged door, oriented inwardly. Matching receptacles are placed in the front and rear door knobs facing outward towards the pins. When the door is closed, the pins engage with matching receptacles and form a tight fit therewith. The matching receptacles are structurally connected to the chassis of the vehicle, and the pins are structurally connected to the lateral intrusion beam. Therefore, when the door is in a closed position, the tension, compression, torsional and bending forces can be transmitted from the lateral intrusion beam to the chassis by the matching pins and receptacles. By taking advantage of the inherent strength in the vehicle chassis, the side impact beam can be made thinner and lighter than a beam that is not structurally bonded to the vehicle chassis when the door is closed. According to another aspect of the present invention, the lateral intrusion beam of the invention extends essentially over the entire door to interconnect the four uncoupled structural connections. In the preferred embodiment, the lateral intrusion beam comprises a central portion in the middle part of the door, four diagonal beams, each interconnecting the central portion with one of the uncoupling portions, vertical side beams front and rear, each interconnects the adjacent connections, upper and lower horizontal beams, each interconnecting adjacent connections, and two horizontal side beams, each interconnecting the central portion with a middle portion of one of the two vertical side beams. With this configuration, almost the entire portion of the door opening that is covered by the closed door is encompassed by a structural frame that prevents lateral intrusion. The collision forces that are received by the intrusion beam are distributed among the four uncoupled structural connections. According to a further aspect of the present invention, a non-planar lateral intrusion beam is provided so that the beam has increased resistance to bending without adding excessive weight to the beam. In the preferred embodiment, each of the beams constituting the total lateral intrusion beam has bends or curves in its length to produce a complex cross section having a total depth much greater than the thickness of the beam material. This allows greater impact protection without adding weight to the vehicle door. In accordance with yet another aspect of the present invention, an intrusion beam or frame is fabricated having multiple members from metal foil stamping to create a single unitary frame. In the preferred embodiment, the beam is formed by spot welding two prints together. This type of construction allows much lower manufacturing costs compared to those that are generated when individual beams are built and then joined together. The holes in the metal sheet are perforated to reduce weight in areas that do not contribute much additional strength, and provide access to other components that are located in the door. Alternatively, the side intrusion beam can be molded of carbon fiber or other light and strong material to obtain additional weight savings. According to another aspect of the present invention, the lateral intrusion beam is arched either inwardly or outwardly to provide greater resistance to bending. In the preferred embodiment, the total beam frame is arched both vertically and horizontally to form a container shape that is highly structurally efficient in terms of weight and size. This type of structure resists mainly the compression during the collision. According to a further aspect of the present invention, the lateral intrusion beam is adapted to replace the interior panel of the door frame, for further reductions in weight, size, cost and complexity.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a perspective view schematically showing a general embodiment of the present invention applied to a conventional, hinged, driver-side vehicle door with the door shown in an open position.

Figure 2 is a perspective view showing a first embodiment of the invention with the door shown in the closed position. Figure 3 is a perspective view showing a second embodiment with the door shown in the closed position. Figure 4 is a perspective view showing a third embodiment with the door shown in the closed position. Figure 5 is an end view showing the first embodiment with a portion of the rear end of the door, removed for clarity. Figure 6 is a cross-sectional view showing a typical section of the lateral intrusion beam. Figure 7 is a perspective view showing the inner side of the door and the intrusion beam. Figure 8 is a top view schematically showing the side intrusion beams on opposite doors (for example on the driver's door and on the passenger's door).

DETAILED DESCRIPTION OF THE PREFERRED MODALITIES With reference to Figure 1, a general embodiment of the present invention applied to a conventionally hinged door 10 is shown. The door 10 is pivotally connected to the vehicle body 12 by the upper and lower hinges 14, and pivots about axes 15 which pass through the hinges 14. The door 10 is shown in an open position and rotates about the axis 15 of hinge in the direction of arrow A to a closed position. The door 10 is releasably held in the closed position by a conventional door retainer 16 mounted on the rear edge of the door 12 which engages a post 18 mounted on the rear part of the door frame 20. The lateral intrusion beam of the frame 22 is provided inside the door 10 to inhibit intrusion into the vehicle during a collision. Preferably, the beam 22 covers as much of the door 10 as possible, spanning between the four corners of the main portion of the door 10. The upper and lower front corners of the beam 22 are provided with structural pegs 28 projecting upwards and inwards, towards the inside of the body 12 of the vehicle. Similarly, the upper and lower rear corners of the beam 22 are also provided with rear structural pins 30, with similar orientations. Associated with each front structural plug 28 is a matching front receptacle 32 which is located on the front portion of the door frame 20 adjacent to each front pin 28. Similarly, associated with each rear structural pin 30 is a matching rear receptacle 34 that is located on the rear portion of the door frame 20 adjacent each rear pin 30. The receptacles 32 and 34 are positioned so as to receive the pins 28 and 30, respectively, and form a tight fit therewith when the door 10 is closed, as shown in Figures 2 to 4. The receptacles 32 and 34 forward and rear are rigidly connected within the structural chassis of the body 12 of the vehicle. This arrangement allows the beam 22 to be structurally integrated with the structural frame of the vehicle body 12 when the door 10 is closed. The beam 22 can resist greater impact forces by transferring these forces to the door 10 through the structural pins 28. and 30 and the receptacles 32 and 34 coincide during a collision. In the preferred embodiment, the door 10 is constructed as it approaches the fully closed position so that the pins 28 and 30 move within the receptacles 32 and 34 and the hinges 14 are separated to allow all loads to be transmitted from the door 10 to the body 12 through the pins 28 and 30 and the receptacles 32 and 34 instead of through the hinges 14. This concept and its implementation are fully described in the United States Patent Application Number 08/577, 649, again incorporated herein by reference. Preferably, instead of having to build the complete door when closed, just when the rear part of the door 10 is constructed, as will be described later in the following. In order to reduce the weight of the intrusion beam 22, the beam 22 can be constituted of a plurality of frame members with spaces therebetween instead of being a plate-like continuous member. In the preferred embodiment, the beam 22 consists of an upper horizontal member 36 that connects the pins 28 and 30, a lower horizontal member 38 that connects the pins 28 and 30, a front vertical member 40 that connects the front pin 28, a member 42 rear vertical connecting the rear plug 30, a central member 44, four diagonal members 46, each connecting a central member 44 to one of the pins 28 and 30, and two side members 48, each connecting a central member 44 to a measured portion of one of the vertical members 40 and 42. In an alternative embodiment (not shown) the side members 48 are omitted.

With the previous arrangement, a lightweight but sturdy structure is provided that covers the entire door and prevents the passengers of the vehicle from suffering lateral intrusion. Because the intrusion beam 22 structurally joins the body 12 of the vehicle, it is stronger, lighter and less bulky than conventional side intrusion beams, and covers a larger area. With reference to Figures 2, 3 and 4, three specific modalities are shown with reference numbers increased by 100,200 and 300, respectively. The corresponding elements of the three modalities are identified as follows: Element Fig. 1 Fig. 2 Fig. 3 Fig. 4 door 10 110 210 310 intrusion beam 22 122 222 322 front plugs 28 128 228 328 rear plugs 30 130 230 330 front receptacles 32 132 232 332 rear receptacles 34 134 234 334 member upper horizontal 36 136 236 336 lower horizontal member 38 138 238 338 vertical front member 40 140 240 340 vertical rear member 42 142 242 342 central member 44 144 244 344 diagonal members 46 146 246 346 side members 48 148 248 348 coated outside of the door 50 150 250 350 window 52 152 252 352 interior door cover 5 544 154 254 354 front door surface 62 162 262 362 exterior beam pattern 68 168 268 368 In a first embodiment, shown in Figure 2, the intrusion beam 122 extends outward from the pins 128 and 130 towards the outer pin 150 of the door 110. Preferably, the beam 122 arcs in both vertical and horizontal directions, which provides a beam 122 having its innermost points at the four corners and its outermost points at the center of the central member 144. This outwardly arched shape provides an increased capacity to resist inward deformation during the collision. In this embodiment, the beam 122 occupies the space between the retracted window 152 and the outer door cover 150. The spaces between the frame members of the beam 122 allow for the placement and access of the door components such as the window driver and the door locking mechanisms (not shown). With reference to figure 3, a second mode is shown. This mode is similar to the first with the beam 222 of intrusion located external to the window 252, but with the beam 222 having a flatter shape. Such a shape may be needed because of the limited space between window 252 and door siding 250, or by another design or manufacturing constraint. With reference to figure 4, a third mode is shown. In this embodiment, the beam 322 has an arched shape and is located inside the window 352. This mode is almost identical to the first mode shown in figure 2, except for the placement of the window. Such an arrangement may be needed by the geometry of a particular window path. In an alternative embodiment (not shown), the intrusion beam may be arched inward to provide more strength than a flat beam. Preferably, the beam 22 has an outward arc as large as possible and is located as far as possible, as in the first embodiment. This provides the strongest beam 22 possible. It also leaves as much space as possible between the beam 22 and the passenger to place material that absorbs energy or to allow the beam 22 to deform a little inward to absorb some of the impact energy. With reference to Figures 5 and 7, the construction of the door 10 will be described. The overall structure of the door 10 is of standard construction, and has an outer sheath 50 joined along its outer edges to an inner cover 54. Both the outer skin 50 and the inner skin 54 are stamped with metal foil, each having a cut-out to receive the window 52 when it extends in the closed position. The outer covering 50 is generally a curved steel sheet which constitutes the outer surface of the door 10. The main portion of the inner cover 54 is generally container-shaped and constitutes the interior 56, the upper part 58, the lower part 60, the front part 62 and the rear surface 64 of the door 10. During assembly, the outer edges of the cover 50 are folded around the outer edges of the cover 54 and are corrugated keep both prints 50 and 54 together. In a conventional door, the interior surface 56 encompasses the entire inner part of the door (with cutouts for door components) as shown by the dashed line in Figure 5. As shown in Figures 5 and 7 , the present invention allows most of the interior surface 56 to be omitted, leaving only a narrow edge around the boundary. Most of the interior surface 56 can be omitted because the intrusion beam 22 provides sufficient strength to replace this part of the door structure. The weight saved by omitting this portion of a conventional door compensates for at least some of the added weight when installing the intrusion beam 22. In fact, it is considered that the total weight of the door 10 designed to include the lateral intrusion beam 22 will be less than that of a conventional door having a conventional tubular intrusion beam, and will clearly provide greater protection against intrusion. The door components (not shown) such as switches, door handle, window motor, upholstery panel and the like can be mounted with fasteners or mounted directly to the beam 22 or the inner cover 54. The interior of the door 10 can be filled with hardened foam to dampen the sound and provide cushioning to the passenger for additional protection against a side impact. As shown in Figure 7, the front plug 28 and the rear plug 30 protrude through the inner cover 54. During manufacture, the pins 28 and 30 are joined to the beam 22 as described in the following, which is then attached to the door 10. The beam 22 can be attached to the door 10 by welding directly to the inner cover 54 , or removably connect with appropriate fasteners. Alternatively, the beam 22 can be attached to the inner cover 54 by welding pins 28 and 30 to the inner cover 54. Whichever method is used to connect the beam 22 to the door 10, the beam pins 28 and 30 must be capable of being coupled and uncoupled from the receptacles 32 and 34 when the door 10 is closed or opened, respectively. With reference to Figure 6, the construction of the intrusion beam 22 will be described. Figure 6 shows a typical cross-section of the beam 22, for example through the upper and lower horizontal members 36 and 38, the front or rear vertical members 40 and 42, or one of the diagonal or side members 46 and 48, respectively. Preferably, the beam 22 is constructed by joining two metal foil prints alone: an interior stamp 66 and an exterior stamp 68. Both patterns 66 and 68 preferably have a material thickness of approximately 1.5 mm (59 mils). Both patterns are formed by removing cutouts between the portions constituting the frame members, doubling each stamping 66 and 68 of so that each frame member has a complex cross section, and constitutes the entire stamp so that it has a full arched shape. For added stiffness, channels 72 (also shown in Figure 7) are formed in the inner stamp 66 along the portions that constitute the frame members. The two patterns 66 and 68 are then aligned or joined together with welding spots 70. The total thickness of the two prints when they are joined together preferable of approximately 23 mm (9 tenths of an inch (0.90)). The gaps between the inner stamping 66 and the outer stamping 68 can be injected with a hardenable, lightweight foam 74, as is well known in the art, to dampen the sound to increase the bending strength of the frame members 36 to 48. The structural pins 28 and 30 can be manufactured separately from solid material, such as hardened steel, and then can be attached to the corners of the intrusion beam 22, for example by welding. Alternatively, pins 28 and 30 can be created by forming them directly from stamps 66 and 68. With this last manufacturing process, welding and grinding is performed on the structural pin portions of the patterns 66 and 68 to create uniform surfaces that match the receptacles 32 and 34 (shown in Figure 1). Alternative methods for constructing the lateral intrusion beam 22 and / or the structural pins 28 and 30 include, but are not limited to using a single pattern, more than two patterns, using individual frame members fastened together, using carbon fiber or use of other materials of high strength and light weight, advanced. In all of the foregoing embodiments, proper alignment can be obtained between the pins 28 and 30 and the receptacles 32 and 34 by precisely positioning these members during the manufacture of a vehicle, or by fitting the beam 22 adjustably to the door 10. and / or fitting the receptacles 32 and 34 adjustably to the door frame 20. Alternatively, the receptacles 32 and 34 can be formed by injecting a hardenable resin onto an oversized cover mounted in the door frame 20 when the door 10 is closed and the pins 28 or 30 protrude into the cover. This method is fully described in U.S. Patent Application Serial Number 08 / 328,124, filed October 20, 1994, incorporated herein by reference. Generating receptacles 32 and 34 instead of using hardenable resin has the advantage of not only placing receptacles 32 and 34 accurately with respect to pins 28 and 30, but it is also more cost effective and more accurate to make receptacles that fit with the pins exactly. This is particularly appropriate for the front receptacles 22. Because these receptacles 32 are forwardly inclined, narrowly curved and wedge-shaped, and can be inclined upward, they have a complex shape that is difficult to machine and position to constitute a perfect fit with the front pins 28. With reference to Figure 8, the preferred orientation of the pins 28 and 30 will be described. Ideally, the pins 28 and 30 are not oriented directly inward toward the opposite side of the vehicle. If they are to be oriented directly inwardly, the door hinges 14 and the door retainer 16 (shown in Figure 1) must bear the full load associated with the retention pegs 28 and 30 within the receptacles 32. and 34. By orienting the pins 28 and 30 so that they do not point directly inwards, the pins 28 and 30 are capable of supporting much of this outward load, which can be considerably elevated, especially during a collision. This allows the hinges 14 and the door retainer 16 to bear very little or no load when the door 10 is closed, which in turn eliminates the undesirable bending moments that are established in the pins 28 and 30 that support the load, and over the receptacles 32 and 34. In the preferred embodiment, the front pins 28 are inclined forward 30 degrees and are directed straight inwardly (as shown in Figure 8), and the rear pins 30 are inclined upwardly. 60 ° directly inwards (as shown in figure 5). In other words, each front pin 28 is in a horizontal plane, and the two rear pins 30 are in a common vertical plane. These inclined orientations provide pins 28 and 30 with the ability to resist forces that would otherwise move them outward. As previously mentioned before, U.S. Patent Application Number 08 / 577,649 describe this orientation of the dowels and the directional force provided in greater depth. In order that the pins 28 and 30 fit properly with the receptacles 32 and 34, respectively when the door 10 is closed, the pins 28 and 30 and the receptacles 32 and 34 must be properly positioned with respect to the hinge axis 15 (shown in figure 1). In other words, each plug 28 and 30 and each receptacle 32 and 34 must be aligned with the direction of travel of the door so that each is perpendicular to the radius that is generated between the hinge axis 15 and the door itself. Since in the preferred embodiment the front pegs 28 and the forward receptacles 32 are oriented 30 degrees forward as described above, they must also be located 30 degrees inward with respect to the hinge axis 15 when the door 10 is closed. Similarly, the rear pins 30 and the rear receptacles 34 should be located directly backward from the hinge axis 15 since they are oriented directly inwardly when the door 10 is closed and viewed from above. In order that the rear pins 30 fit properly, the rear receptacles 34 tilted upward, the rear part of the door 10 must be raised as the door 10 approaches a fully closed position. Again, full details on the modalities illustrating the manner in which this is carried out are fully described and are shown in United States Patent Application Number 08 / 577,649. As shown schematically in Figure 8, the intrusion beams are preferably located on both sides of the vehicle. The intrusion beam 22 is located on the driver's side of the vehicle while the similar beam 22 ', which is a mirror image of the beam 22, is located on the passenger side of the vehicle. The door 10 ', the hinge axis 15', the front plug 28 ', the rear plug 30', the front receptacle 32 ', the rear receptacle 34' and the outer covering 50 'of the door correspond to their image counterparts to the mirror located on the opposite side of the vehicle. Most of the side intrusion beams of the prior art known to the applicant prevent intrusion by being constructed in a heavy manner to receive bending. Some, as in the present invention, join the ends of the intrusion beam on opposite sides of the door frame (i.e., to the body structure of the vehicle / chassis). However, these prior art devices only transport tension during the collision by lateral impact, and the connections to the chassis only transmit tension forces from the intrusion beam to the vehicle chassis. In contrast, in the preferred embodiment of the present invention, the intrusion beam 22 inside the door that is impacted is compressed to resist intrusion, while the intrusion beam 22 'on the opposite side of the vehicle is tensioned, as shown in FIG. shown in Figure 8, to keep the door separate from its door opening. This prevents the vehicle from being hit by "wrapping around" the front end of the approaching vehicle. Due to the arched structure of the intrusion beam 22 and the design of the pins 28 and 30 and the receptacles 32 and 34, compressive, tension and even torsional and bending forces can be resisted by the beam 22 and the vehicle chassis. The positions of the pins 28 and 30 and the receptacles 32 and 34 can be exchanged if desired. In other words, the door 10 can be structurally integrated with the body 12 by placing the pins 28 and 30 in the door frame 20 and placing the receptacles 32 and 34 on the intrusion beam 22. Although the lateral intrusion beam 22 of the invention has been described in the foregoing integrated with a conventional hinged side door, it can also be adapted for use in other types of doors. For example, it can be used on complete passenger doors (both front and rear), vertically slid doors, rear minivan doors, utility vehicle lift gates, exit ports and loading doors, trucks, sliding or sliding doors. any other vehicle door opening where it is desired to limit the intrusion of the vehicle during the collision. Preferably, the intrusion beam of the invention is constructed to cover as much of the door opening as possible, and is rigidly fixed to the main structure of the vehicle to increase strength when the door is closed. Ideally, the beam is cross-shaped to efficiently distribute the impact forces to the four pins and structural receptacles. The above descriptions and drawings are for illustrative purposes only and are not exhaustive with respect to alternative possible embodiments of the invention. It should be understood that the present invention is not limited only by the embodiments described above and illustrated herein but encompasses all variations within the scope of the appended claims.

Claims (34)

1. An improved motor vehicle chassis, comprising: a main chassis member crue having a door opening through a portion thereof; a door member mounted to the chassis for lateral movement of translation relative to the chassis member between an open position positioned outside the door opening, and a closed position positioned within the opening, the door member has a solid region and a window region, the solid region has corner portions and a middle portion centrally located between the corner portions; interconnectable connections supported by the chassis and in the door members, the connections are located in the corner portions of the door member and each comprises a pin supported by one of the door and chassis members and a receptacle accommodatable carried by the another member for mutual engagement with the pin when the door member is in the closed position to structurally connect the door member to the main chassis member; and a structural member located in the door member rigidly encompassing between the interengaging connections and through the middle portion of the door member, the structural member and the inter-engagable connections that operate to inhibit an inward deformation of the door member during a collision by fixing the structural member to the main chassis member through the door opening when the door is in the closed position, whereby it distributes the forces generated in a collision through interchangeable connections to the main chassis member.

2. An improved motor vehicle chassis, according to claim 1, wherein the solid region of the door member has a generally quadrilateral shape with four corner portions.

3. An improved motor vehicle chassis according to claim 1, wherein the structural member comprises substantially all of the solid portion of the door member.

4. An improved motor vehicle chassis, according to claim 1, wherein the structural member has a general curved shape.

5. An improved motor vehicle chassis, according to claim 4, wherein the main chassis member has an interior region in which the occupants of the vehicle are located, and the structural member has a concave side facing the interior region .

6. An improved motor vehicle chassis, according to claim 1, wherein the structural member has a general curve in both horizontal and vertical direction, to generally form a container shape.

7. An improved motor vehicle chassis, according to claim 1, wherein the door member is adapted to slidably receive a retractable window panel therein, and wherein the structural member is located outwardly from the panel of window when the window panel is retracted inside the door member.

8. An improved motor vehicle chassis, according to claim 1, wherein the door member is adapted to slidably receive a retractable window panel therein, and wherein the structural member is located inwardly from the panel of window when the window panel is retracted inside the door member.

9. An improved motor vehicle chassis, according to claim 1, wherein the door member comprises a main cover structure having only vertical wall sections inside and outside, and wherein the structural member forms a wall section. inside.

10. An improved motor vehicle chassis, according to claim 1, wherein the structural member comprises a plurality of non-planar beam members, each of the beam members having a cross section comprising at least one curvature, so they provide a depth to the beam member for increased resistance to bending.

11. An improved motor vehicle chassis, according to claim 1, wherein the structural member comprises a central portion and diagonal beams which structurally interconnect the central portion with the interengaging connections.

12. An improved motor vehicle chassis, according to claim 1, wherein the structural member further comprises: a central portion; four diagonal beams, each one structurally interconnects the central portion with one of the interengagable connections; two generally vertical beams, each structurally interconnects two adjacent interengagable connections, each vertical beam having a middle portion; two generally horizontal beams, each structurally interconnects two interengagable connections; and two generally horizontal central beams that structurally interconnect the central portion with the middle portions of the two vertical beams.

13. An improved motor vehicle chassis, according to claim 1, wherein the structural member comprises two metal foil stamped together rigidly and forming a cavity therebetween.

14. An improved motor vehicle chassis, according to claim 1, wherein the structural member is located outside the interengaging connections and the pins are generally surrounded by the matching receptacles, thereby allowing the compression forces to be supported , tension, torsional and bending by the structural member and are transmitted through the pins and receptacles to the chassis during a collision.

15. An improved motor vehicle chassis according to claim 1, wherein the structural member is arched outwardly relative to the vehicle chassis whereby the member undergoes compression in response to lateral impact external to the door member during a collision.

16. An improved motor vehicle chassis according to claim 1, wherein the main chassis member further comprises a second opening door located on an opposite side of the main chassis member from the first door opening, and a second door member associated with the second door opening, the second door member is substantially structurally and functionally identical to the first door member which is a mirror image thereof, the structural members of the first and second door members each arched outward so that during a lateral impact, the structural member closest to the impact undergoes compression, and the opposing structural member experiences tension.

17. A vehicle security door for resisting collision intrusion in a vehicle, comprising: a main cover; a mounting means for movably mounting the main cover to a vehicle chassis to alternately cover and uncover a door opening through the chassis; a structural member located within the main cover, the structural member has corner portions and a middle portion located centrally between the corner portions; and uncoupling structural connectors, each of the connectors is located in one of the corner portions of the structural member, each of the connectors is adapted to coincide with a complementary shaped member located on the opening of the door of the vehicle chassis to connect structurally to the structural member with the chassis of the vehicle when the main cover covers the door opening, wherein the structural member, the uncoupling structural connectors and the complementary shaped members cooperate to inhibit an inward deformation of the door during a collision by anchoring the structural member to the vehicle chassis through the door opening when the door opening is covered by the main cover, thereby distributing forces generated in a collision through the structural connectors uncoupled to the vehicle chassis .

18. The vehicle security door, according to claim 17, wherein the structural member has a generally quadrilateral shape with four corner portions.

19. The vehicle security door according to claim 17, wherein the main cover comprises a solid portion and a window portion, and wherein the structural member comprises substantially all of the solid portion.

20. The vehicle security door, according to claim 17, wherein the structural member has a general curved shape.

21. The vehicle security door, according to claim 20, wherein the vehicle chassis has an interior region in which the occupants of the vehicle are located, and a structural member has a concave side facing the interior region.

22. The vehicle security door, according to claim 17, wherein the structural member has a general curve in both horizontal and vertical direction, to generally form a container shape.

23. The vehicle security door, according to claim 17, wherein the main cover is adapted to slidably receive a retractable window panel therein, and wherein the structural member is located outwardly from the window panel when the window panel is retracted inside the main cover.

24. The vehicle security door, according to claim 17, wherein the main cover is adapted to receive a retractable window panel therein, and wherein the structural member is located inwardly from the window panel when The window panel is retracted inside the main cover.

25. The vehicle security door according to claim 17, wherein the main cover has only interior and exterior vertical wall sections, and wherein the structural member forms an interior wall section.

26. The vehicle security door according to claim 17, wherein the structural member comprises a plurality of non-planar beam members, each of the beam members having a cross section comprising at least one curvature, which is provided a depth to the beam member for increased resistance to bending.

27. The vehicle security door according to claim 17, wherein the structural member comprises a central portion and diagonal beams which structurally interconnect the central portion with the uncoupling structural connectors.

28. The vehicle security door, according to claim 17, wherein the structural member further comprises: a central portion; four diagonal beams, each one structurally interconnects the central portion with one of the uncoupling connectors; two generally vertical beams, each structurally interconnecting two adjacent uncoupling connectors, each vertical beam having a middle portion; two generally horizontal beams, each one structurally interconnects two uncoupling structural connectors; and two generally horizontal central beams that structurally interconnect the central portion with the middle portions of the two vertical beams.

29. A vehicle security door, according to claim 17, wherein the structural member comprises two stamped metal foils rigidly connected to each other and forming a cavity therebetween.

30. A vehicle security door, according to claim 17, wherein the structural member is outside the complementary shaped members, and which < Of the structural connectors or the complementary shaped members generally surround the other, they allow compression, tension, torsional and bending forces to be supported by the structural member and to be transmitted through the connectors and shaped members complementary to the chassis during a collision.

31. A vehicle security door according to claim 17, wherein the structural member is arched outwardly relative to the vehicle chassis whereby the member undergoes compression in response to lateral impact to the door during a collision.

32. In combination with a door member movably connected to a vehicle chassis member for lateral movement of translation relative thereto between an open position positioned outside a door opening in the chassis member, and a closed position positioned within the aperture, an improved intrusion beam member for inhibiting the intrusion of the door member within the chassis member during the collision of a vehicle, the beam member comprises a structural frame for receiving the inward bend, the frame having a shape of quadrilateral with four corner portions and is adapted to substantially adapt all of a main portion of the door member, and a decoupling means crue is located on the four corner portions to releasably engage the complementary shaped means located on the chassis member for structurally fix the four corner portions of the bastide r to the chassis member when the door member is in the closed position, thereby adding strength to the frame to resist intrusion.

33. In combination with a door member movably connected to a vehicle chassis member for lateral movement of translation relative thereto between an open position positioned outside a door opening in the chassis member, and a closed position positioned within the aperture, an improved intrusion beam member for inhibiting the intrusion of the door member into the chassis member during the collision of a vehicle, the beam member encompassing the door opening and having an outwardly arched shape to resist bending inwardly, the beam member has an uncoupling means which is located at the opposite distal ends thereof to releasably couple complementary beam means which are located on the chassis member on opposite sides of the door opening to structurally anchor the ends distal from the beam member to the chassis member when the door member is in the position Closed, either in uncoupling means or the complementary shaped means generally surround each other, thereby allowing them to resist compression, tension, torsional and bending forces by the beam member and which are transmitted through the uncoupling means and to the complementary means formed to the chassis during a collision.

34. An improved motor vehicle chassis, comprising: a main chassis member having a first door opening through the portion thereof, and a second door opening through a second portion thereof, opposite to the first door opening; first and second door members, each mounted to the chassis for lateral movement of translation relative to the chassis member between an open position positioned outside one of the door openings, and a closed position positioned within the opening, each of the door members have corner portions and a middle portion centrally located between the corner portions; intercoupling connections carried by the chassis and each of the door members, the connections are located in the corner portions of each of the door members, each of the connections comprises a plug carried by one of the door members and of chassis and a matching receptacle carried by the other of the members for mutual coupling with the pin when the door member is in the closed position to structurally connect the door member to the main chassis member; and a structural member located in each of the door members that rigidly encompasses between the interengaging connections and through the measured portion of the door member, the structural member and the interengaging connections cooperate to inhibit inward deformation of the door member during a collision when anchoring the structural member to the main chassis member through the door opening when the door is in the closed position, thereby distributing the forces generated in a collision through the inter-engagable connections to the main chassis member, the structural members of the first and second door members each arc outwardly so that during lateral impact, the structural member closest to the impact undergoes compression and the opposing structural member experiences tension. SUMMARY OF THE INVENTION A lateral intrusion beam is described for mounting inside a vehicle door to inhibit intrusion into the vehicle during a collision. The intrusion beam substantially encompasses the entire main portion (i.e., the windowless portion) of the door. Structural pins that are located on the four corners of the intrusion beam couple with complementary shaped receptacles on the door frame when the door is closed to anchor the intrusion beam to the vehicle's chassis. Preferably, the intrusion beam includes a frame of frame members which generates a general outward curved shape. In the preferred embodiment, the entire frame is constructed from two metal sheet prints that are welded together, forming a gap therebetween. A structural foam can be injected into the hole to increase strength and dampen sound. The intrusion beam of the invention can be used with conventionally hinged passenger doors (both front and rear), vertically slidable doors, rear minivan doors, utility vehicle lift gates, exit ports and loading doors, trucks, sliding carriage doors and any vehicle door opening where it is desired to limit intrusion into the vehicle during a collision.