WO1994007709A1 - Safety beam - Google Patents

Safety beam Download PDF

Info

Publication number
WO1994007709A1
WO1994007709A1 PCT/SE1993/000760 SE9300760W WO9407709A1 WO 1994007709 A1 WO1994007709 A1 WO 1994007709A1 SE 9300760 W SE9300760 W SE 9300760W WO 9407709 A1 WO9407709 A1 WO 9407709A1
Authority
WO
WIPO (PCT)
Prior art keywords
bar
section
centre
flange
flanges
Prior art date
Application number
PCT/SE1993/000760
Other languages
French (fr)
Inventor
Martin Jonsson
Original Assignee
Plannja Hardtech Ab
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Family has litigation
First worldwide family litigation filed litigation Critical https://patents.darts-ip.com/?family=20387268&utm_source=google_patent&utm_medium=platform_link&utm_campaign=public_patent_search&patent=WO1994007709(A1) "Global patent litigation dataset” by Darts-ip is licensed under a Creative Commons Attribution 4.0 International License.
Application filed by Plannja Hardtech Ab filed Critical Plannja Hardtech Ab
Priority to EP93922109A priority Critical patent/EP0662053B2/en
Priority to AU51220/93A priority patent/AU5122093A/en
Priority to JP6508942A priority patent/JPH08502003A/en
Priority to KR1019950701144A priority patent/KR100291566B1/en
Priority to DE69309699T priority patent/DE69309699T3/en
Publication of WO1994007709A1 publication Critical patent/WO1994007709A1/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R19/00—Wheel guards; Radiator guards, e.g. grilles; Obstruction removers; Fittings damping bouncing force in collisions
    • B60R19/02—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects
    • B60R19/42—Bumpers, i.e. impact receiving or absorbing members for protecting vehicles or fending off blows from other vehicles or objects extending primarily along the sides of, or completely encircling, a vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60J—WINDOWS, WINDSCREENS, NON-FIXED ROOFS, DOORS, OR SIMILAR DEVICES FOR VEHICLES; REMOVABLE EXTERNAL PROTECTIVE COVERINGS SPECIALLY ADAPTED FOR VEHICLES
    • B60J5/00—Doors
    • B60J5/04—Doors arranged at the vehicle sides
    • B60J5/042—Reinforcement elements
    • B60J5/0422—Elongated type elements, e.g. beams, cables, belts or wires
    • B60J5/0438—Elongated type elements, e.g. beams, cables, belts or wires characterised by the type of elongated elements
    • B60J5/0443—Beams
    • B60J5/0444—Beams characterised by a special cross section
    • E—FIXED CONSTRUCTIONS
    • E01—CONSTRUCTION OF ROADS, RAILWAYS, OR BRIDGES
    • E01F—ADDITIONAL WORK, SUCH AS EQUIPPING ROADS OR THE CONSTRUCTION OF PLATFORMS, HELICOPTER LANDING STAGES, SIGNS, SNOW FENCES, OR THE LIKE
    • E01F15/00—Safety arrangements for slowing, redirecting or stopping errant vehicles, e.g. guard posts or bollards; Arrangements for reducing damage to roadside structures due to vehicular impact
    • E01F15/02—Continuous barriers extending along roads or between traffic lanes
    • E01F15/04—Continuous barriers extending along roads or between traffic lanes essentially made of longitudinal beams or rigid strips supported above ground at spaced points
    • E01F15/0407—Metal rails

Definitions

  • the present invention relates to a bar construction, and preferably, but not exclusively, to a vehicle-mounted safety bar construction which provides protection in the event of collisions, in particular side collisions, said bar construction having a generally trapezoidal cross- sectional shape which is preferably open.
  • the cross-sec ⁇ tional configuration of the bar includes a central flange which is embraced by two webs each of which has connecting therewith a respective side-flange which extends outwardly on a respective side of the bar construction.
  • Safety bar structures are used in several different as ⁇ pects, although the use of such bars as a protective de- vice in vehicles is the most usual.
  • Another common appli ⁇ cation is the use of such bar structures as barriers along highways and roads to prevent vehicles from running off the road in the event of accidents.
  • a vehicle-mounted safety bar which is intended to counter ⁇ act side-on collisions is known from Swedish Patent Speci ⁇ fication SE-C-434 245.
  • the safety bar has a closed cross-section which is constant along the full length of the bar. From the aspect of manufacture, however, it is preferred to provide the bar with an open cross-section, therewith resulting in lower manufacturing costs and also lower surface treatment costs against corrosion, etc.
  • Hitherto known safety bars of open cross-section have not been satisfactory with regard to their energy-absorbing capacity in relation to the weight of the bars. Bars of open cross-section have been found to require very large wall thicknesses in order
  • SUBSTITUTESHEET to be able to withstand collision forces without tearing apart, i.e. so that the bar webs are not moved apart.
  • the object of the present invention is to provide a bar structure which is preferably intended as a vehicle- mounted safety bar for protection against side-on colli ⁇ sions and which has a generally trapezoidal, preferably an open cross-section and with which the drawbacks associated with hitherto known safety bars are eliminated.
  • the inventive safety bar includes a centre-flange which is embraced by two webs with which a respective side-flange projecting out from each side of the bar connects.
  • the inventive safety bar may include a first section of constant cross-section located in the centre part of the bar, from which the bar tapers outwardly to ⁇ wards both ends thereof.
  • a one-sided bar also lies within the purview of the invention, however, by which is meant a bar which tapers from a larger cross-sec ⁇ tion out towards a narrowing cross-section, or tapers asymmetrically towards respective ends thereof.
  • the inventive safety bar is characterized in that it com ⁇ prises at least one second section which includes a cen ⁇ tral flange whose width decreases towards one end of the bar.
  • the height of this second section will preferably be constant and at least one of the bar webs may connect with an outwardly directed side-flange whose width decreases towards one end of the bar.
  • the inventive safety bar may also include at least one third section which is located between the second bar sec ⁇ tion and one end of the bar and which includes a central flange of generally constant width and having a height which decreases towards one bar end.
  • the inventive safety bar may also include at least one fourth section which is located between the third section and one bar end and which has a central flange of constant width and a height which decreases towards one bar end down to the metal- plate thickness of the bar.
  • the centre-flanges of respective sections will preferably lie in one and the same plane, whereas the side-flanges will lie in different planes which are inclined relative to one another in correspondence with the decreasing height of the bar towards said one bar end. It also lies within the purview of the invention, however, for the side-flanges in respective sections to lie in one and the same plane, wherein the centre-flange of respective sec ⁇ tions will be located in different planes corresponding to the decreasing height of said flanges towards said bar end.
  • the webs will preferably have the same height on both sides of the bar, although webs of different heights also lie within the purview of the invention, wherein the side- flanges may also be located in different planes.
  • the cen ⁇ tre-flange may also slope on both long sides of the safety bar, preferably by giving the bar web on one long side a smaller height than on the other long side when the side- flanges are located in one and the same plane.
  • the width of the centre-flange and the side- flanges of the second section decrease towards the bar end, and because the height of the optional third section and the optional fourth section also decreases, it is impossible, or at least difficult, for the bar web to be bent outwards and parted when the centre-flange is sub ⁇ jected to load. This prevents the safety bar from being flattened upon impact, or at least renders such flattening difficult.
  • Figure 1 is a perspective side view of an inventive safety bar, as seen in a direction towards its load absorbing side;
  • Figure 2 is a view of the safety bar shown in Figure 1 as seen immediately from its load-absorbing side;
  • FIG 3 illustrates the safety bar shown in Figures 1 and 2 as seen from one long side of the bar
  • FIGS 4 A-G illustrate alternative embodiments of the cross-sections of the safety bars shown in Figures 1 to 3;
  • Figure 5 illustrates intrusions in respect of different safety bars as a function of a load exerted thereon and as a function of the energy absorption capacity of respective bars.
  • the safety bar illustrated in Figures 1-3 is symmetrical about a first central section 1, although the Figures il- lustrate solely that part of the bar which extends from one end thereof and slightly into the first section 1 at the centre of the bar.
  • the bar has a generally uniform trapezoidal cross-section and includes proximal to the first section 1 on both sides thereof a second section 2 of constant height (h) and having a width (b) which de ⁇ creases towards respective ends of the bar.
  • a third section 3 of constant width (b) but whose height (h) decreases towards respective ends of the bar.
  • Respective third sections 3 are terminated at respective bar ends by a fourth section 4 of constant width (b) and a height (h) which decreases towards said bar end down to the metal-plate thickness of the bar.
  • Respective fourth sections 4 carry a mounting part 5 by means of which the safety bar can be fitted to a vehicle, for instance, preferably in the sides or doors of the vehicle.
  • the trapezoidal cross-sectional shape of the safety bar in the first section 1 will be evident from Figure l, from which it will also be seen that the bar includes a centre- flange 6 which is embraced by two webs 7 of mutually equal height. Each web 7 connects with a side-flange 8 which ex- tends out from the safety bar on each side thereof, said two side-flanges 8 being located in one and the same plane.
  • This cross-sectional configuration is also shown in Figure 4A.
  • Respective webs 7 slope at an angle (v) to the vertical of the plane extending through the side-flanges 8, so that the centre-flange 6 will have a width (b) which is smaller than the distance between the inner edges of the side-flanges 8. In the illustrated case, the web 7 slopes at an angle (v) of 5°, although this angle may be 0-10°.
  • the bar cross-section in the second section 2 includes a centre-flange 6 which is of constant height (h) and whose width (b) decreases towards the end of the bar.
  • the angle (v) at which the web 7 slopes is constant and is equal to the slope angle in the first section 1.
  • the width (c) of the side-flanges 8 decreases in a direc ⁇ tion towards the bar end. In the illustrated case, this decrease is about 33% of the width applicable to the first section 1. However, the width (c) of the side-flanges 8 may decrease by up to 60% of the width (c) applicable to the first section 1. In the illustrated case, the width (b) of the centre-flange 6 decreases by about 35% of the width (b) applicable to the first section 1.
  • the centre- flange 6 in the second section 2 is located in the same plane as that which extends through the centre- flange 6 in the first section 1. According to an alterna ⁇ tive embodiment of the inventive safety bar, the first section 1 can be omitted, in which case the two second bar sections 2 will be connected to one another at their respective ends of greatest cross-section.
  • the cross-sectional configuration of the safety bar in the third bar section 3 includes a centre-flange 6 of constant width (b) and a height (h) which decreases towards the end of the bar.
  • the centre-flange of the third section 3, how ⁇ ever, is located in the same plane as the plane that passes through the centre-flange 6 in the second bar sec- tion 2.
  • the height (h) decreases by about 50% from the height applicable to the second section 2.
  • the web 7 slopes at the same angle (v) as in the first section 1 and the second section 2.
  • the width (c) of the side-flanges 8 are constant in this case and equal to the narrower width (c) applicable to the second bar section 2.
  • the cross-sectional configuration of the bar in the fourth section 4 includes a centre-flange 6 of constant width (b) and a height (h) which decreases down to zero.
  • the width (b) of the centre-flange is equal to the width of the flange in the third section 3.
  • the centre- flange of the fourth section 4 is located in the same plane as that which passes through the centre-flange 6 in the third section 3.
  • the height (h) decreases from the smaller height (h) applica ⁇ ble to the third section 3 down to the thickness of the metal plate at the end of the fourth section 4.
  • the width of the side-flanges 8 increases towards respective ends of the bar.
  • this increase is about 300% from the width applicable to the third section 3, so that the combined widths (b and c) of the centre-flange and the two side-flanges will equal the width of the mounting part 5, which is flat and located in the same plane as that which passes through the centre- flange 6 of the fourth section 4.
  • the webs 7 in the various bar sections may slope at mutu ⁇ ally different angles along the length of the bar, both between respective sections and within one and the same section.
  • Figures 4 B-F illustrate further cross-sectional configu ⁇ rations which are additional to the basic form illustrated in Figure 4A and which can be applied to an inventive safety bar.
  • Figure 4G illustrates a cross-sectional configuration of a safety bar which includes a channel 9 which extends in the bar centre-flange and the bottom of which is located in the same plane as the two side-flanges 8.
  • the two centre-flange parts 6.1 and 6.2 respectively each have the same form as that described earlier with respect to the single centre-flange 6 illustrated in Figures 1-3.
  • the form of the centre-flange part 6.1 may deviate completely or partially from the form of the other centre-flange part 6.2.
  • the divided centre- flange has a width (b) which extends between the outer web of the bar, while the remaining dimensions of the bar correspond to those described above with reference to
  • a safety bar of this configuration is par ⁇ ticularly suited in those instances when available verti ⁇ cal space is limited for mounting the bar to a vehicle, for instance, such as a vehicle door.
  • the illustrated safety bar obtains a flat load-absorbing side.
  • the safety bar is subjected to load acting in the direction of the arrow (p) in Figure 3, for instance when the vehicle is subjected to impact forces on that side thereof in which the inventive safety bar is mounted, the centre-flange 6 is subjected to pressure forces along the length of the bar while the side-flanges 8 are sub ⁇ jected to tension forces.
  • the centre-flange 6 may possibly buckle in a direction towards the interior of the bar.
  • the webs 7 of the safety bar are prevented from bending outwards, or such bending is at least made diffi- cult, so as to more or less flatten the bar. It also lies within the purview of the invention to arrange the side- flanges 8 in one and the same plane.
  • Figure 5 is a diagram which compares the energy-absorbing capacity, expressed in J/kg, of safety bars of different configurations. All of the safety bars concerned have a length of about 900 mm and a maximum height (h) of about 40 mm.
  • the metal plate has a thickness of about 1.6 mm.
  • the diagram illustrates bar intrusions in mm as a function of load in N.
  • the safety bar takes-up energy with in ⁇ trusions of up to 150 mm, whereafter the surrounding structure, for instance in the form of vehicle frame com ⁇ ponents, begins to take-up energy with intrusions of 150- 300 mm.
  • the weight in kg relates to the intrinsic weight of the bar and the energy taken-up by the bar in respec ⁇ tive cases is represented by the area beneath its defor ⁇ mation curve.
  • the curves I-V in Figure 5 relate to safety bars of equal lengths and of identical cross-sectional configuration and size at the centres thereof, the first section 1, and have the following remaining character ⁇ istics:
  • Curve I represents an inventive safety bar having a uniform first section 1.
  • Curve II represents an inventive safety bar which lacks a uniform first section 1.
  • Curve III represents a safety bar which has a uniform cross-section (similar to the first section 1) along the full length of the bar.
  • Curve IV represents a safety bar with which the width of the centre-flange 6 and the side-flanges 8 and the height of the webs 7 decrease linearly towards respective ends of the bar.
  • Curve V represents a safety bar in which the height of the webs 7 decreases from the centre of the bar linearly towards the ends thereof, and with which the centre-flanges 6 and the side- flanges 8 have a constant width.
  • inventive safety bars represented by curves I and II are able to absorb much more energy than the safety bar represented by curve III (66%) , and have an even greater energy absorption ca ⁇ pacity than the safety bar represented by curve IV (28%) and the safety bar represented by curve V (22%) .
  • the greater energy absorption capacity of the inventive safety bar is probably because tensile forces acting in the side- flanges 8 create a moment of force which strives to press the webs 7 in towards the bar interior. The magnitude of this moment of force depends on the reduction in the width (b) of the centre-flange 6 and the width (c) of the side- flanges 8 in the second section 2 of the inventive safety bar.
  • the configuration of the second section 2 is of central significance to the inven ⁇ tion.
  • the combined length of the first section 1 and the adjacent second sections 2 will preferably constitute about 20-30% of the total length of the bar.
  • the third section 3 and the fourth section 4 together form a tran- sition part of trapezoidal con-figuration located between the second section 2 and the bar end 5.
  • the bar is constructed generally symmetrically around the first sec ⁇ tion 1 along the length of the bar.
  • the bar is constructed along its length generally symmetrically around two mutu ⁇ ally connected second sections 2, in which case the first section 1 is excluded.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Architecture (AREA)
  • Civil Engineering (AREA)
  • Structural Engineering (AREA)
  • Vibration Dampers (AREA)
  • Refuge Islands, Traffic Blockers, Or Guard Fence (AREA)
  • Rod-Shaped Construction Members (AREA)
  • Storage Of Web-Like Or Filamentary Materials (AREA)
  • Woven Fabrics (AREA)

Abstract

A bar construction, preferably intended as a vehicle-mounted safety bar to protect against collisions, particularly against side-on collisions, comprising a generally trapezoidal and open cross-sectional configuration which includes a centre-flange (6), two webs (7) which embrace the centre-flange, and side-flanges (8) which extend outwardly from a respective side of the bar and connect with a respective web (7). The bar may optionally include a first section (1) of constant cross-section in the centre part of the bar. The bar includes at least one second section (2) which has a centre-flange (6) whose width (b) decreases towards one end (5) of the bar. A transition part (3, 4) of generally trapezoidal configuration is provided between the second section (2) and the end (5) of the bar. The second section (2) has side-flanges (8) whose widths (c) decrease towards one end of the bar. The second section (2) has a generally constant height (h).

Description

SAFETY BEAM
TECHNICAL FIELD
The present invention relates to a bar construction, and preferably, but not exclusively, to a vehicle-mounted safety bar construction which provides protection in the event of collisions, in particular side collisions, said bar construction having a generally trapezoidal cross- sectional shape which is preferably open. The cross-sec¬ tional configuration of the bar includes a central flange which is embraced by two webs each of which has connecting therewith a respective side-flange which extends outwardly on a respective side of the bar construction.
BACKGROUND ART
Safety bar structures are used in several different as¬ pects, although the use of such bars as a protective de- vice in vehicles is the most usual. Another common appli¬ cation is the use of such bar structures as barriers along highways and roads to prevent vehicles from running off the road in the event of accidents.
A vehicle-mounted safety bar which is intended to counter¬ act side-on collisions is known from Swedish Patent Speci¬ fication SE-C-434 245. As described in this patent speci¬ fication, the safety bar has a closed cross-section which is constant along the full length of the bar. From the aspect of manufacture, however, it is preferred to provide the bar with an open cross-section, therewith resulting in lower manufacturing costs and also lower surface treatment costs against corrosion, etc. Hitherto known safety bars of open cross-section, however, have not been satisfactory with regard to their energy-absorbing capacity in relation to the weight of the bars. Bars of open cross-section have been found to require very large wall thicknesses in order
SUBSTITUTESHEET to be able to withstand collision forces without tearing apart, i.e. so that the bar webs are not moved apart.
DISCLOSURE OF THE INVENTION
The object of the present invention is to provide a bar structure which is preferably intended as a vehicle- mounted safety bar for protection against side-on colli¬ sions and which has a generally trapezoidal, preferably an open cross-section and with which the drawbacks associated with hitherto known safety bars are eliminated. In cross- section, the inventive safety bar includes a centre-flange which is embraced by two webs with which a respective side-flange projecting out from each side of the bar connects. The inventive safety bar may include a first section of constant cross-section located in the centre part of the bar, from which the bar tapers outwardly to¬ wards both ends thereof. It lies within the purview of the invention, however, to omit this central first section, in which case the bar will taper towards its respective ends directly from the midway point of the bar. A one-sided bar also lies within the purview of the invention, however, by which is meant a bar which tapers from a larger cross-sec¬ tion out towards a narrowing cross-section, or tapers asymmetrically towards respective ends thereof.
The inventive safety bar is characterized in that it com¬ prises at least one second section which includes a cen¬ tral flange whose width decreases towards one end of the bar. The height of this second section will preferably be constant and at least one of the bar webs may connect with an outwardly directed side-flange whose width decreases towards one end of the bar.
The inventive safety bar may also include at least one third section which is located between the second bar sec¬ tion and one end of the bar and which includes a central flange of generally constant width and having a height which decreases towards one bar end. The inventive safety bar may also include at least one fourth section which is located between the third section and one bar end and which has a central flange of constant width and a height which decreases towards one bar end down to the metal- plate thickness of the bar.
The centre-flanges of respective sections will preferably lie in one and the same plane, whereas the side-flanges will lie in different planes which are inclined relative to one another in correspondence with the decreasing height of the bar towards said one bar end. It also lies within the purview of the invention, however, for the side-flanges in respective sections to lie in one and the same plane, wherein the centre-flange of respective sec¬ tions will be located in different planes corresponding to the decreasing height of said flanges towards said bar end. The webs will preferably have the same height on both sides of the bar, although webs of different heights also lie within the purview of the invention, wherein the side- flanges may also be located in different planes. The cen¬ tre-flange may also slope on both long sides of the safety bar, preferably by giving the bar web on one long side a smaller height than on the other long side when the side- flanges are located in one and the same plane.
Because the width of the centre-flange and the side- flanges of the second section decrease towards the bar end, and because the height of the optional third section and the optional fourth section also decreases, it is impossible, or at least difficult, for the bar web to be bent outwards and parted when the centre-flange is sub¬ jected to load. This prevents the safety bar from being flattened upon impact, or at least renders such flattening difficult.
Further details and characteristic features of the inven¬ tive safety bar will be evident from the following de- scription made with reference to the accompanying draw¬ ings.
BRIEF DESCRIPTION OF THE DRAWINGS
The present invention will now be described in more detail with reference to the accompanying drawings, in which
Figure 1 is a perspective side view of an inventive safety bar, as seen in a direction towards its load absorbing side;
Figure 2 is a view of the safety bar shown in Figure 1 as seen immediately from its load-absorbing side;
Figure 3 illustrates the safety bar shown in Figures 1 and 2 as seen from one long side of the bar;
Figures 4 A-G illustrate alternative embodiments of the cross-sections of the safety bars shown in Figures 1 to 3; and
Figure 5 illustrates intrusions in respect of different safety bars as a function of a load exerted thereon and as a function of the energy absorption capacity of respective bars.
The safety bar illustrated in Figures 1-3 is symmetrical about a first central section 1, although the Figures il- lustrate solely that part of the bar which extends from one end thereof and slightly into the first section 1 at the centre of the bar. The bar has a generally uniform trapezoidal cross-section and includes proximal to the first section 1 on both sides thereof a second section 2 of constant height (h) and having a width (b) which de¬ creases towards respective ends of the bar. Provided adja¬ cent respective second sections 2 is a third section 3 of constant width (b) but whose height (h) decreases towards respective ends of the bar. Respective third sections 3 are terminated at respective bar ends by a fourth section 4 of constant width (b) and a height (h) which decreases towards said bar end down to the metal-plate thickness of the bar. Respective fourth sections 4 carry a mounting part 5 by means of which the safety bar can be fitted to a vehicle, for instance, preferably in the sides or doors of the vehicle.
The trapezoidal cross-sectional shape of the safety bar in the first section 1 will be evident from Figure l, from which it will also be seen that the bar includes a centre- flange 6 which is embraced by two webs 7 of mutually equal height. Each web 7 connects with a side-flange 8 which ex- tends out from the safety bar on each side thereof, said two side-flanges 8 being located in one and the same plane. This cross-sectional configuration is also shown in Figure 4A. Respective webs 7 slope at an angle (v) to the vertical of the plane extending through the side-flanges 8, so that the centre-flange 6 will have a width (b) which is smaller than the distance between the inner edges of the side-flanges 8. In the illustrated case, the web 7 slopes at an angle (v) of 5°, although this angle may be 0-10°.
The bar cross-section in the second section 2 includes a centre-flange 6 which is of constant height (h) and whose width (b) decreases towards the end of the bar. In this case, the angle (v) at which the web 7 slopes is constant and is equal to the slope angle in the first section 1.
The width (c) of the side-flanges 8 decreases in a direc¬ tion towards the bar end. In the illustrated case, this decrease is about 33% of the width applicable to the first section 1. However, the width (c) of the side-flanges 8 may decrease by up to 60% of the width (c) applicable to the first section 1. In the illustrated case, the width (b) of the centre-flange 6 decreases by about 35% of the width (b) applicable to the first section 1. The centre- flange 6 in the second section 2, however, is located in the same plane as that which extends through the centre- flange 6 in the first section 1. According to an alterna¬ tive embodiment of the inventive safety bar, the first section 1 can be omitted, in which case the two second bar sections 2 will be connected to one another at their respective ends of greatest cross-section.
The cross-sectional configuration of the safety bar in the third bar section 3 includes a centre-flange 6 of constant width (b) and a height (h) which decreases towards the end of the bar. The centre-flange of the third section 3, how¬ ever, is located in the same plane as the plane that passes through the centre-flange 6 in the second bar sec- tion 2. In the illustrated case, the height (h) decreases by about 50% from the height applicable to the second section 2. In this case, the web 7 slopes at the same angle (v) as in the first section 1 and the second section 2. The width (c) of the side-flanges 8 are constant in this case and equal to the narrower width (c) applicable to the second bar section 2.
The cross-sectional configuration of the bar in the fourth section 4 includes a centre-flange 6 of constant width (b) and a height (h) which decreases down to zero. In this case, the width (b) of the centre-flange is equal to the width of the flange in the third section 3. The centre- flange of the fourth section 4, however, is located in the same plane as that which passes through the centre-flange 6 in the third section 3. In the illustrated case, the height (h) decreases from the smaller height (h) applica¬ ble to the third section 3 down to the thickness of the metal plate at the end of the fourth section 4. The width of the side-flanges 8 increases towards respective ends of the bar. In the case of the illustrated embodiment, this increase is about 300% from the width applicable to the third section 3, so that the combined widths (b and c) of the centre-flange and the two side-flanges will equal the width of the mounting part 5, which is flat and located in the same plane as that which passes through the centre- flange 6 of the fourth section 4.
The webs 7 in the various bar sections may slope at mutu¬ ally different angles along the length of the bar, both between respective sections and within one and the same section.
Figures 4 B-F illustrate further cross-sectional configu¬ rations which are additional to the basic form illustrated in Figure 4A and which can be applied to an inventive safety bar. Figure 4G illustrates a cross-sectional configuration of a safety bar which includes a channel 9 which extends in the bar centre-flange and the bottom of which is located in the same plane as the two side-flanges 8. The two centre-flange parts 6.1 and 6.2 respectively each have the same form as that described earlier with respect to the single centre-flange 6 illustrated in Figures 1-3. Alternatively, the form of the centre-flange part 6.1 may deviate completely or partially from the form of the other centre-flange part 6.2. The divided centre- flange has a width (b) which extends between the outer web of the bar, while the remaining dimensions of the bar correspond to those described above with reference to
Figures 1-3. A safety bar of this configuration is par¬ ticularly suited in those instances when available verti¬ cal space is limited for mounting the bar to a vehicle, for instance, such as a vehicle door.
Because the centre-flange 6 of respective bar sections and the bar mounting parts 5 lie in one and the same plane, the illustrated safety bar obtains a flat load-absorbing side. When the safety bar is subjected to load acting in the direction of the arrow (p) in Figure 3, for instance when the vehicle is subjected to impact forces on that side thereof in which the inventive safety bar is mounted, the centre-flange 6 is subjected to pressure forces along the length of the bar while the side-flanges 8 are sub¬ jected to tension forces. The centre-flange 6 may possibly buckle in a direction towards the interior of the bar. Because the width (b) of the centre-flange 6 decreases towards the end of the bar and the width (c) of the side- flanges 8 decrease in the second section 2 and the height (h) decreases in the third section 3 and in the fourth section 4, the webs 7 of the safety bar are prevented from bending outwards, or such bending is at least made diffi- cult, so as to more or less flatten the bar. It also lies within the purview of the invention to arrange the side- flanges 8 in one and the same plane.
Figure 5 is a diagram which compares the energy-absorbing capacity, expressed in J/kg, of safety bars of different configurations. All of the safety bars concerned have a length of about 900 mm and a maximum height (h) of about 40 mm. The metal plate has a thickness of about 1.6 mm. The diagram illustrates bar intrusions in mm as a function of load in N. The safety bar takes-up energy with in¬ trusions of up to 150 mm, whereafter the surrounding structure, for instance in the form of vehicle frame com¬ ponents, begins to take-up energy with intrusions of 150- 300 mm. The weight in kg relates to the intrinsic weight of the bar and the energy taken-up by the bar in respec¬ tive cases is represented by the area beneath its defor¬ mation curve. The curves I-V in Figure 5 relate to safety bars of equal lengths and of identical cross-sectional configuration and size at the centres thereof, the first section 1, and have the following remaining character¬ istics:
Curve I represents an inventive safety bar having a uniform first section 1. Curve II represents an inventive safety bar which lacks a uniform first section 1. Curve III represents a safety bar which has a uniform cross-section (similar to the first section 1) along the full length of the bar.
Curve IV represents a safety bar with which the width of the centre-flange 6 and the side-flanges 8 and the height of the webs 7 decrease linearly towards respective ends of the bar.
Curve V represents a safety bar in which the height of the webs 7 decreases from the centre of the bar linearly towards the ends thereof, and with which the centre-flanges 6 and the side- flanges 8 have a constant width.
It will be seen from Figure 5 that the inventive safety bars represented by curves I and II are able to absorb much more energy than the safety bar represented by curve III (66%) , and have an even greater energy absorption ca¬ pacity than the safety bar represented by curve IV (28%) and the safety bar represented by curve V (22%) . The greater energy absorption capacity of the inventive safety bar is probably because tensile forces acting in the side- flanges 8 create a moment of force which strives to press the webs 7 in towards the bar interior. The magnitude of this moment of force depends on the reduction in the width (b) of the centre-flange 6 and the width (c) of the side- flanges 8 in the second section 2 of the inventive safety bar.
It should be pointed out that the configuration of the second section 2 is of central significance to the inven¬ tion. The combined length of the first section 1 and the adjacent second sections 2 will preferably constitute about 20-30% of the total length of the bar. The third section 3 and the fourth section 4 together form a tran- sition part of trapezoidal con-figuration located between the second section 2 and the bar end 5. According to one embodiment of the invention, the bar is constructed generally symmetrically around the first sec¬ tion 1 along the length of the bar.
According to another embodiment, the bar is constructed along its length generally symmetrically around two mutu¬ ally connected second sections 2, in which case the first section 1 is excluded.
It will be understood that the invention is not restricted to the illustrated and described embodiments thereof and that changes and modifications are conceivable within the scope of the following Claims.

Claims

1. A bar construction, preferably a vehicle mounted safety bar for protection in the event of collisions, par- ticularly side-on collisions, said bar having a generally trapezoidal and open cross-section which includes a cen¬ tre-flange (6) which is embraced by two webs (7) , and a side-flange (8) which extends outwardly on each side of the bar and connects with a respective web (7) , wherein the bar optionally includes a first section (1) of con¬ stant cross-section in the centre part of the bar, char¬ acterized in that the bar includes at least one second section (2) which has a centre-flange (6) whose width (b) decreases towards one end (5) of the bar; and in that a transition part (3, 4) of generally trapezoidal shape is located between the second section (2) and said one bar end (5) .
2. A bar construction according to Claim 1, charac- terized in that the second bar section (2) has side- flanges (8) whose widths (c) decrease towards one end of the bar.
3. A bar construction according to Claim 1 or 2, char- acterized in that the second bar section (2) has a generally constant height (h) .
4. A bar construction according to any one of Claims 1- 3, characterized in that the transition part includes at least one third section (3) which includes a centre- flange (6) of essentially constant width (b) and a height (h) which decreases towards one end of the bar.
5. A bar construction according to Claim 4, charac- terized in that the transition part comprises a fourth section (4) which includes a centre-flange (6) of essen¬ tially constant width (b) and a height (h) which decreases towards one end of the bar down to the metal plate thick¬ ness of said bar.
6. A bar construction according to any one of Claims 1- 5, characterized in that the centre-flanges (6) of respective bar sections lie in one and the same plane.
7. A bar construction according to any one of Claims 1- 5, characterized in that the side-flanges (8) of re- spective bar sections lie in one and the same plane.
8. A bar construction according to any one of Claims 1-
7, characterized in that the centre-flange (6) in¬ cludes a channel (9) whose bottom may lie in the same plane as one or both of the side-flanges (8) .
9. A bar construction according to any one of Claims 1-
8, characterized in that the bar is constructed generally symmetrically along its length around the first bar section (1) .
10. A bar construction according to any one of Claims l- 8, characterized in that the bar is constructed gen¬ erally symmetrically along its length around two mutually connected second bar sections (2) , said first bar section (1) being excluded from the bar construction.
PCT/SE1993/000760 1992-09-25 1993-09-20 Safety beam WO1994007709A1 (en)

Priority Applications (5)

Application Number Priority Date Filing Date Title
EP93922109A EP0662053B2 (en) 1992-09-25 1993-09-20 Safety beam
AU51220/93A AU5122093A (en) 1992-09-25 1993-09-20 Safety beam
JP6508942A JPH08502003A (en) 1992-09-25 1993-09-20 Safety beam
KR1019950701144A KR100291566B1 (en) 1992-09-25 1993-09-20 Safety Bar Structure
DE69309699T DE69309699T3 (en) 1992-09-25 1993-09-20 SAFETY BAR

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
SE9202769A SE501812C2 (en) 1992-09-25 1992-09-25 Safety bar in vehicle
SE9202769-7 1992-09-25

Publications (1)

Publication Number Publication Date
WO1994007709A1 true WO1994007709A1 (en) 1994-04-14

Family

ID=20387268

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/SE1993/000760 WO1994007709A1 (en) 1992-09-25 1993-09-20 Safety beam

Country Status (9)

Country Link
US (1) US5600931A (en)
EP (1) EP0662053B2 (en)
JP (2) JPH08502003A (en)
KR (1) KR100291566B1 (en)
AU (1) AU5122093A (en)
DE (1) DE69309699T3 (en)
ES (1) ES2102682T5 (en)
SE (1) SE501812C2 (en)
WO (1) WO1994007709A1 (en)

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EP0685355A1 (en) * 1994-05-30 1995-12-06 Schade Kg Impact beam
EP0728607A2 (en) * 1995-02-14 1996-08-28 YAMAKAWA INDUSTRIAL CO., Ltd. Guard beam for a door of an automotive door structure
WO1997036761A1 (en) * 1996-04-01 1997-10-09 Ssab Hardtech Ab A safety beam
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WO1999020490A1 (en) * 1997-10-23 1999-04-29 Ssab Hardtech Ab A beam for a vehicle
WO1999024278A1 (en) * 1997-11-06 1999-05-20 Norbert Weber Integral inside door reinforcement
WO2001003960A1 (en) * 1999-07-12 2001-01-18 Pietro Passone A reinforcement bar for a motor vehicle body component
EP1266780A1 (en) * 2001-06-11 2002-12-18 Benteler Automobiltechnik GmbH & Co. KG Sheet as semi-manufactured blank for a side impact protection bar and side impact protection bar for a vehicle
DE10256137B3 (en) * 2002-11-29 2004-01-22 Benteler Automobiltechnik Gmbh Side impact beams
EP1773627A1 (en) * 2004-07-01 2007-04-18 Magna International Inc. Bumper beam for a motor vehicle
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EP0685355A1 (en) * 1994-05-30 1995-12-06 Schade Kg Impact beam
US5813718A (en) * 1995-02-14 1998-09-29 Yamakawa Industrial Co., Ltd. Guard beam for automotive door structure
EP0728607A2 (en) * 1995-02-14 1996-08-28 YAMAKAWA INDUSTRIAL CO., Ltd. Guard beam for a door of an automotive door structure
EP0728607A3 (en) * 1995-02-14 1997-01-15 Yamakawa Ind Co Ltd Guard beam for a door of an automotive door structure
WO1997036761A1 (en) * 1996-04-01 1997-10-09 Ssab Hardtech Ab A safety beam
EP0869019A2 (en) 1996-12-24 1998-10-07 Thyssen Industrie Ag Side impact protection for motor vehicle door
DE19654376A1 (en) * 1996-12-24 1998-06-25 Thyssen Industrie Side-on collision support for motor vehicle doors
EP0869019A3 (en) * 1996-12-24 2000-08-16 ThyssenKrupp Automotive AG Side impact protection for motor vehicle door
DE19654376B4 (en) * 1996-12-24 2005-08-04 Thyssen Krupp Automotive Gmbh Side impact beams for vehicle doors
WO1999020490A1 (en) * 1997-10-23 1999-04-29 Ssab Hardtech Ab A beam for a vehicle
WO1999024278A1 (en) * 1997-11-06 1999-05-20 Norbert Weber Integral inside door reinforcement
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US6302473B1 (en) 1997-11-06 2001-10-16 Norbert Weber Integral door inner reinforcement
US6641207B1 (en) 1999-07-12 2003-11-04 Pietro Passone Reinforcement bar for a motor vehicle body component
WO2001003960A1 (en) * 1999-07-12 2001-01-18 Pietro Passone A reinforcement bar for a motor vehicle body component
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EP1266780A1 (en) * 2001-06-11 2002-12-18 Benteler Automobiltechnik GmbH & Co. KG Sheet as semi-manufactured blank for a side impact protection bar and side impact protection bar for a vehicle
DE10256137B3 (en) * 2002-11-29 2004-01-22 Benteler Automobiltechnik Gmbh Side impact beams
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EP1773627A4 (en) * 2004-07-01 2009-11-11 Magna Int Inc Bumper beam for a motor vehicle
EP1773627A1 (en) * 2004-07-01 2007-04-18 Magna International Inc. Bumper beam for a motor vehicle
DE102010023325A1 (en) * 2010-06-10 2011-12-15 Benteler Automobiltechnik Gmbh Door impact beams
US8544935B2 (en) 2010-06-10 2013-10-01 Benteler Automobiltechik GmbH Door impact beam
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WO2015190122A1 (en) * 2014-06-11 2015-12-17 豊田鉄工株式会社 Structural member for automobile
JP2016000558A (en) * 2014-06-11 2016-01-07 豊田鉄工株式会社 Vehicle structural member
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Also Published As

Publication number Publication date
AU5122093A (en) 1994-04-26
JP2004000008U (en) 2004-05-13
SE9202769D0 (en) 1992-09-25
JPH08502003A (en) 1996-03-05
KR100291566B1 (en) 2001-09-17
DE69309699D1 (en) 1997-05-15
EP0662053A1 (en) 1995-07-12
EP0662053B1 (en) 1997-04-09
DE69309699T3 (en) 2005-04-28
SE501812C2 (en) 1995-05-22
DE69309699T2 (en) 1997-07-24
ES2102682T5 (en) 2005-02-01
ES2102682T3 (en) 1997-08-01
SE9202769L (en) 1994-03-26
KR950703455A (en) 1995-09-20
US5600931A (en) 1997-02-11
EP0662053B2 (en) 2004-08-18
JP2607897Y2 (en) 2006-04-05

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