GB2544804A - Electrical connector and method of forming an electrical connection - Google Patents
Electrical connector and method of forming an electrical connection Download PDFInfo
- Publication number
- GB2544804A GB2544804A GB1521050.3A GB201521050A GB2544804A GB 2544804 A GB2544804 A GB 2544804A GB 201521050 A GB201521050 A GB 201521050A GB 2544804 A GB2544804 A GB 2544804A
- Authority
- GB
- United Kingdom
- Prior art keywords
- conductive
- end portion
- locking
- aircraft component
- self
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 238000000034 method Methods 0.000 title claims description 17
- 230000000717 retained effect Effects 0.000 claims description 32
- 230000001012 protector Effects 0.000 claims description 17
- 239000000463 material Substances 0.000 claims description 8
- 229920003023 plastic Polymers 0.000 claims description 5
- 239000004033 plastic Substances 0.000 claims description 5
- 239000007769 metal material Substances 0.000 claims description 4
- 229920001971 elastomer Polymers 0.000 claims description 3
- 238000013016 damping Methods 0.000 claims description 2
- ORQBXQOJMQIAOY-UHFFFAOYSA-N nobelium Chemical compound [No] ORQBXQOJMQIAOY-UHFFFAOYSA-N 0.000 description 13
- 239000004020 conductor Substances 0.000 description 9
- 230000008878 coupling Effects 0.000 description 4
- 238000010168 coupling process Methods 0.000 description 4
- 238000005859 coupling reaction Methods 0.000 description 4
- 239000002184 metal Substances 0.000 description 4
- 230000004888 barrier function Effects 0.000 description 2
- 229920001940 conductive polymer Polymers 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 230000003993 interaction Effects 0.000 description 2
- 230000001681 protective effect Effects 0.000 description 2
- 230000003068 static effect Effects 0.000 description 2
- 230000008901 benefit Effects 0.000 description 1
- 230000007246 mechanism Effects 0.000 description 1
- 229920000642 polymer Polymers 0.000 description 1
- 230000008569 process Effects 0.000 description 1
- 238000006748 scratching Methods 0.000 description 1
- 230000002393 scratching effect Effects 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R4/00—Electrically-conductive connections between two or more conductive members in direct contact, i.e. touching one another; Means for effecting or maintaining such contact; Electrically-conductive connections having two or more spaced connecting locations for conductors and using contact members penetrating insulation
- H01R4/58—Electrically-conductive connections between two or more conductive members in direct contact, i.e. touching one another; Means for effecting or maintaining such contact; Electrically-conductive connections having two or more spaced connecting locations for conductors and using contact members penetrating insulation characterised by the form or material of the contacting members
- H01R4/64—Connections between or with conductive parts having primarily a non-electric function, e.g. frame, casing, rail
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R4/00—Electrically-conductive connections between two or more conductive members in direct contact, i.e. touching one another; Means for effecting or maintaining such contact; Electrically-conductive connections having two or more spaced connecting locations for conductors and using contact members penetrating insulation
- H01R4/58—Electrically-conductive connections between two or more conductive members in direct contact, i.e. touching one another; Means for effecting or maintaining such contact; Electrically-conductive connections having two or more spaced connecting locations for conductors and using contact members penetrating insulation characterised by the form or material of the contacting members
- H01R4/64—Connections between or with conductive parts having primarily a non-electric function, e.g. frame, casing, rail
- H01R4/643—Connections between or with conductive parts having primarily a non-electric function, e.g. frame, casing, rail for rigid cylindrical bodies
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D45/02—Lightning protectors; Static dischargers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
- H01R2201/00—Connectors or connections adapted for particular applications
- H01R2201/26—Connectors or connections adapted for particular applications for vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Connections Effected By Soldering, Adhesion, Or Permanent Deformation (AREA)
Abstract
An electrical connector comprises a conductive bonding element 12, a conductive locking element 14, and a self-locking head 16. The head engages the first end portion 18 of the conductive bonding element and the first end portion 22 of the conductive locking element in conductive engagement, and in use receives and engages with the second end portion 24 of the conductive locking element. The locking element may loop round a first aircraft component, so that the connector connects it to another aircraft component. The second end of the bonding element may have an eyelet 28, or may have a similar locking arrangement to the first end. The self-locking head may contain a ball (52, Fig 3) which moves, or it may have ratchet teeth. It may also have a protection element 26, which may provide friction. The connector can be used for electrical bonding in aircraft.
Description
ELECTRICAL CONNECTOR AND METHOD OF FORMING AN ELECTRICAL
CONNECTION
FIELD OF THE INVENTION
[0001] The present invention relates to electrical connectors and methods of forming electrical connections between two components on an aircraft.
BACKGROUND OF THE INVENTION
[0002] Electrical bonding is a requirement in aircraft to avoid the build-up of static and to protect against lightning strikes. Electrical bonding is typically achieved by attaching a conductive lead to a component, typically using a clamp which is tightened using nuts and bolts. Tools are required to tighten the clamp, and the tightening process can be time-consuming.
[0003] Embodiments of the present invention seeks to mitigate one or more of the above-mentioned problems. Alternatively or additionally, the present invention seeks to provide an improved method of providing electrical connections on an aircraft.
[0004] It will of course be appreciated that features described in relation to one aspect of the present invention may be incorporated into other aspects. For example, the method of the present invention may incorporate any of the features described with reference to the apparatus of the present invention and vice versa.
SUMMARY OF INVENTION
[0005] According to a first aspect, there is provided an electrical connector, comprising: a conductive bonding element having a first end portion and a second end portion; a conductive locking element having a first end portion and a second end portion; and a self-locking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, wherein in use with a first aircraft component and a second aircraft component, the self-locking head is arranged to receive and engage with the second end portion of the conductive locking element such that the conductive locking element is retained in conductive engagement with the first aircraft component, and the second end portion of the conductive bonding element is arranged to engage with the second aircraft component such that the conductive bonding element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
[0006] The conductive locking element may be arranged such that in use it is retained around the first aircraft component in a loop configuration.
[0007] The electrical connector may further comprise: a protector element arranged such that in use with the conductive locking element retained in conductive engagement with the first aircraft component, the protector element is coupled to the self-locking head so as to provide a mechanical buffer between the self-locking head and the first aircraft component. The protector elements acts as a buffer between the electrical connector and the aircraft component to protect the aircraft component from damage that may be caused due to the electrical connector rubbing or scratching against the surface of the aircraft component.
[0008] The protector element may comprise material having vibration damping characteristics.
[0009] The protector element may be integrally formed with the self-locking head. The protector element may be a separate component to the self-locking head.
[0010] The protector element may be flexible such that in use it conforms to the shape of the aircraft component to which it engages. The protector element may be shaped to conform to the shape of the aircraft component to which it engages in use.
[0011] The protection element may comprise rubber and/or plastics material. The protection element may be formed of insulative material. The protection element may be formed of conductive material. The protection element may provide friction between the electrical connector and the aircraft component to help resist movement of the electrical connector with respect to the aircraft component to minimise damage caused by the electrical connector to the aircraft component.
[0012] The self-locking head may comprise a body defining a cavity and a locking ball provided within the cavity, wherein the body and locking ball may be arranged such that in use with the self-locking head in an open configuration, the locking ball permits passage of the second end portion of the conductive locking element into the self-locking head, and the body and locking ball may be arranged such that in use with the second end portion of the conductive locking element provided in the self-locking head and the self-locking head in a locked configuration, the locking ball engages with second end portion of the conductive locking element and the body to retain the second end portion of the conductive locking element in place in the self-locking head.
[0013] The second end portion of the conductive locking element may comprise a plurality of teeth and the self-locking head may comprise a pawl arranged to engage with the plurality of teeth, such that in use, the engagement of the pawl at least one of the plurality of teeth retains the conductive locking element in conductive engagement with the first aircraft component.
[0014] The conductive bonding element and conductive locking element may be formed from the same material. The conductive bonding element and conductive locking element may be formed from the same metallic material.
[0015] The conductive bonding element may be flexible such that in use, a stress relief loop may be provided in the conductive bonding element between first and second aircraft components. The stress relief loop may prevent the electrical connector from becoming stressed, damaged or disconnected from the one or both of the aircraft components, if either or both of the aircraft components are subject to vibration or movement relative to each other.
[0016] The conductive locking element may be more rigid than bonding element. The conductive locking element has a greater thickness than the conductive bonding element. The conductive locking element may be shaped so as to substantially conform to the shape of the aircraft component to which it engages in use.
[0017] The conductive bonding element and conductive locking element are formed from different metallic materials.
[0018] The second end portion of the conductive bonding element may comprise an eyelet arranged, such that in use, the eyelet is arranged to receive a connector for connecting the second end portion of the conductive bonding element to the second aircraft component.
[0019] The conductive locking element may be a first conductive locking element and the self-locking head may be a first self-locking head, the electrical connector further comprising: a second conductive locking element having a first end portion and a second end portion; and a second self-locking head arranged to engage the second end portion of the conductive bonding element and the first end portion of the second conductive locking element in conductive engagement, wherein in use with a first aircraft component and a second aircraft component, the first self-locking head may be arranged to receive and engage with the second end portion of the first conductive locking element such that the first conductive locking element is retained in conductive engagement with the first aircraft component, and the second self-locking head may be arranged to receive and engage with the second end portion of the second conductive locking element such that the second conductive locking element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
[0020] The electrical connector may comprise a first protector element coupled to the first self-locking head and a second protector element coupled to the second self-locking head.
[0021] According to a second aspect, there is provided a method of forming an electrical connection between first and second aircraft components using an electrical connector, having a conductive bonding element having a first end portion and a second end portion, a conductive locking element having a first end portion and a second end portion, and a self-locking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, the method comprising: providing conductive locking element in a loop around the first aircraft component; retaining the second end portion of the conductive locking element in the self-locking head, such that the conductive locking element is retained in conductive engagement with the first aircraft component; and retaining the second end portion of the conductive bonding element in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
[0022] According to a third aspect, there is provided a method of forming an electrical connection between first and second aircraft components using an electrical connector, having a conductive bonding element having a first end portion and a second end portion, a first conductive locking element having a first end portion and a second end portion, a second conductive locking element having a first end portion and a second end portion, a first selflocking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, and a second selflocking head arranged to engage the second end portion of the conductive bonding element and the first end portion of the second conductive locking element in conductive engagement, the method comprising: providing the first conductive locking element in a loop around the first aircraft component; retaining the second end portion of the first conductive locking element in the first self-locking head, such that the first conductive locking element is retained in conductive engagement with the first aircraft component; providing the second conductive locking element in a loop around the second aircraft component; and retaining the second end portion of the second conductive locking element in the second self-locking head, such that the second conductive locking element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component [0023] The method may further comprise providing a stress relief loop in the conductive bonding element between the first aircraft component and the second aircraft component.
[0024] According to another aspect, there is provided an aircraft comprising a first aircraft component and a second aircraft component and the electrical connector according to the first or second aspect providing an electrically conductive path between the first aircraft component and the second aircraft component.
BRIEF DESCRIPTION OF THE DRAWINGS
[0025] Embodiments of the present invention will now be described by way of example only with reference to the accompanying schematic drawings of which: [0026] Figure 1A shows a perspective view of an electrical connector according to a first embodiment; [0027] Figure IB shows a plan view of the electrical connector of Figure 1 A; [0028] Figure 1C shows a side view of the electrical connector of Figure 1 A; [0029] Figure 2 shows the electrical connector of Figures ΙΑ, IB and 1C in use with first and second aircraft components; [0030] Figure 3 shows a cross sectional view of the self-locking head; [0031] Figure 4A shows a perspective view of an electrical connector according to a second embodiment; [0032] Figure 4B shows a plan view of the electrical connector of Figure 4A; [0033] Figure 4C shows a side view of the electrical connector of Figure 4A; [0034] Figure 5 shows the electrical connector of Figures 4A, 4B and 4C in use with first and second aircraft components; and [0035] Figure 6 shows an aircraft including an electrical connector.
DETAILED DESCRIPTION OF THE INVENTION
[0036] Figures ΙΑ, IB and 1C show an electrical connector 10 according to a first embodiment, which may be used to provide an electrical connection between two aircraft components (not shown). Electrical connector 10 comprises a conductive bonding element 12 coupled to a conductive locking element 14 by a self-locking head 16. The self-locking head 16 is configured to retain the conductive locking element 14 in conductive engagement with the conductive bonding element 12 and a first aircraft component (not shown) and the conductive bonding element 12 is configured to be electrically coupled to a second aircraft component. By coupling the conductive locking element 14 to a first aircraft component and the conductive bonding element 12 to a second aircraft component, a conductive path is provided between the first and second aircraft components. This electrical connection or electrical bonding, may help to avoid the build-up of static and to provide protection against lightning strikes in an aircraft.
[0037] In more detail, the conductive bonding element 12 comprises an elongate strip of conductive material having a first end portion 18 and a second end portion 20. The conductive locking element 14 comprises an elongate strip of conductive material having a first end portion 22 and a second end portion 24. The self-locking head 16 mechanically couples the first end portion 18 of the conductive bonding element 12 to the first end portion 22 of the conductive locking element 14, such that an electrically conductive path is provided between the conductive bonding element 12 and the conductive locking element 14. In other words, the self-locking head 16 is arranged to retain the conductive bonding element 12 and the conductive locking element 14 in conductive engagement.
[0038] The self-locking head 16 comprises a recess through which the second end portion 24 of the conductive locking element 14 can be received. The self-locking head 16 is arranged such that in use, it can receive the second end portion 24 of the conductive locking element 14 and retain the second end portion 24 of the conductive locking element 14, such that the conductive locking element may be retained in conductive engagement with a first aircraft component (not shown). The second end portion 24 of the conductive locking element 14 may also be retained in conductive engagement with the conductive bonding element 12 by the selflocking head 16. In the embodiment of figures ΙΑ, IB and 1C, the conductive locking element 14 and the self-locking head 16 are arranged such that the second end portion 24 of the conductive locking element 14 may retained around an aircraft component in a loop configuration.
[0039] The second end portion 20 of the conductive bonding element 12 comprises an eyelet 28. The eyelet 28 is arranged to receive a connector for electrically and mechanically connecting the second end portion 20 of the conductive bonding element to a second aircraft component (not shown).
[0040] As can be seen in Figures ΙΑ, IB and 1C, a protection element 26 may be provided adjacent to the self-locking locking head 16 such that when the conductive locking element 14 is retained around an aircraft component, the protection element 26 acts to provide a protective barrier between the self-locking head 16 and the aircraft component in order to protect the aircraft component from any damage that may be caused through interaction of the self-locking head 16 with the aircraft component. The protection element 26 may be formed of a polymer, rubber, plastics or other suitable material. The protection element 26 may be insulative. Alternatively, the protection element 26 may be formed of conductive material may provide an additional conductive path between the conductive locking element 14 and the aircraft component. The protection element 26 may also be made of a material that provides friction between the electrical connector 10 and the aircraft component to help resist movement of the electrical connector 10 with respect to the aircraft component to minimise damage caused by the electrical connector 10 to the aircraft component.
[0041] Figure 2 shows an example of the electrical connector 10 of Figures ΙΑ, IB and 1C in use to provide electrical bonding between a first aircraft component 30 and a second aircraft component 32. In the example shown in Figure 2, the first electrical component 30 is a conduit or pipe and the second aircraft component 32 is a bracket. It should be understood that the specific aircraft components shown in Figure 2 are used merely by way of example, and that the electrical connector 10 may be used to provide electrical bonding between any two suitable aircraft components.
[0042] As can be seen in Figure 2, the conductive locking element 14 is retained in conductive engagement with the first aircraft component 30 by the self-locking head 16. The conductive bonding element 12 is electrically and mechanically coupled to the second aircraft component 32 by connector 34. In Figure 2, the connector 34 is a nut that engages with the eyelet 28 of the conductive bonding element 12 and a nut that secures the bolt and conductive bonding element 12 to the aircraft component 32.
[0043] Although Figures ΙΑ, IB and 1C show an eyelet 28, and Figure 2 shows a nut and bolt arrange to engage with the eyelet 28, it should be appreciated that any other suitable fastener arrangement may be used in order to electrically and mechanically couple the conductive bonding element 12 to second aircraft component 32. For example, clips, screws, welding or the like may be used to electrically and mechanically couple the conductive bonding element 12 to second aircraft component 32.
[0044] Figure 2 shows a stress relief loop 36 provided in the conductive bonding element 12 between first and second aircraft components. The stress relief loop provides flexibility in the conductive bonding element 12, such that if the aircraft components move relative to each other, the stress relief loop may prevent the electrical connector from becoming stressed, damaged or disconnected from the one or both of the aircraft components. The stress relief loop is provided by ensuring that the length of conductive bonding element 12 is greater than the distance between the two aircraft components.
[0045] Figure 2 also shows the protection element 26 disposed between the self-locking head 16 and the first aircraft component 30 such that the protection element 26 protects the first aircraft component 30 from damage caused by contact of the self-locking head 16 with the aircraft component 30.
[0046] Figure 3 shows a cross sectional view of one example of the self-locking head 16 of Figures 1 A, IB and 1C. It should be appreciated that the self-locking head of Figure 3 is merely included by way of example only and that the self-locking head in Figures ΙΑ, IB and 1C could be any suitable self-locking head, for example second end portion 24 of the conductive locking element 14 may be provided with a ratchet arrangement and the self-locking head may comprise a pawl arrangement.
[0047] The self-locking head 16 of Figure 3 comprises a casing having an upper portion 40 and a lower portion 42 arranged to provide a cavity 44 having a recess 46. Although not shown in Figure 3, the conductive locking element 14 may extend away from the self-locking head at point 48, around an aircraft component in a loop configuration, as described above in relation to Figure 2, and then re-enter the self-locking head through the recess 46 at point 50. Also, the conductive bonding element 12 extends away from the self-locking head 16.
[0048] A locking ball 52 is provided within the cavity 44 such that it can move from an unlocked positon (dotted outline) in which the second end portion 24 of the conductive locking element 14 is able to move relative to the self-locking head 16 and a locked position in which the locking ball 52 restricts movement of the second end portion 24 of the conductive locking element 14 relative to the self-locking head 16.
[0049] The self-locking head 16 mechanically couples the first end portion 18 of the conductive bonding element 12 to the first end portion 22 of the conductive locking element 14. In Figure 3, this coupling is achieved by the first end portion 18 of the conductive bonding element 12 and the first end portion 22 of the conductive locking element 14 extending around the lower portion 42 of the self-locking head and being secured together by lugs 54, 56. It should be appreciated that the first end portion 18 of the conductive bonding element 12 and the first end portion 22 of the conductive locking element 14 may be coupled together in the selflocking head by any suitable coupling mechanisms.
[0050] In use, in order the securely lock the electrical connector in place, the conductive locking element 14 is pulled by an operator in the direction of the arrow 58, thereby tightening the conductive locking element 14 around the aircraft component. Movement of the conductive locking element 14 in the direction of arrow 58 will urge the locking ball 52 generally in the direction of arrow 58, which will allow the second end portion 24 of the conductive locking element 14 to pass though the self-locking head 16. When the operator determines that the conductive locking element 14 is in the required position around the aircraft component, the operator will release the conductive locking element 14, and the resulting lack of movement of the conductive locking element 14 will cause the locking ball 52 to re-bound in the direction of arrow 60, thereby securing the conductive locking element 14.
[0051] It should be noted that although Figure 3 does not show the protector element 26 of Figure ΙΑ, IB, 1C for clarity, as would readily be understood, such protection element 26 may be added to the example self-locking head of Figure 3.
[0052] Figures 4A, 4B and 4C show an electrical connector 100 according to a second embodiment. Electrical connector 100 comprises a conductive bonding element 102 coupled to a first conductive locking element 104 by a first self-locking head 106 and to a second conductive locking element 108 by a second self-locking head 110.
[0053] The first self-locking head 106 is arranged to retain the first conductive locking element 104 in conductive engagement with the conductive bonding element 102 and a first aircraft component (not shown) and the second self-locking head 110 is arranged to retain the second conductive locking element 108 in conductive engagement with the conductive bonding element 102 and a second aircraft component (not shown). By coupling the first conductive locking element 104 to a first aircraft component and the second conductive locking element 108 to a second aircraft component, a conductive path is provided between the first and second aircraft components.
[0054] In more detail, the conductive bonding element 102 comprises an elongate strip of conductive material having a first end portion 112 and a second end portion 114. The first conductive locking element 104 comprises an elongate strip of conductive material having a first end portion 116 and a second end portion 118. The first self-locking head 106 mechanically and electrically couples the first end portion 112 of the conductive bonding element 102 to the first end portion 116 of the first conductive locking element 104, such that an electrically conductive path is provided between the conductive bonding element 102 and the first conductive locking element 104. The second conductive locking element 108 comprises an elongate strip of conductive material having a first end portion 120 and a second end portion 122. The second self-locking head 110 mechanically and electrically couples the first end portion 114 of the conductive bonding element 102 to the first end portion 120 of the second conductive locking element 108, such that an electrically conductive path is provided between the conductive bonding element 102 and the second conductive locking element 108.
[0055] The first self-locking head 106 comprises a recess through which the second end portion 118 of the first conductive locking element 104 can be received. The first self-locking head 106 is arranged such that in use, it can receive the second end portion 118 of the first conductive locking element 104 and retain the second end portion 118 of the first conductive locking element 104, such that the first conductive locking element 104 is retained in conductive engagement with a first aircraft component (not shown). The second end portion 118 of the first conductive locking element 104 may be retained in conductive engagement with the conductive bonding element 102 by the first self-locking head 106. In the embodiment of Figures 4A, 4B and 4C, the first conductive locking element 104 and the first self-locking head 106 are arranged such that the second end portion 118 of the first conductive locking element 104 may be retained around an aircraft component in a loop configuration.
[0056] The second self-locking head 110 comprises a recess through which the second end portion 122 of the second conductive locking element 108 can be received. The second selflocking head 110 is arranged such that in use, it can receive the second end portion 122 of the second conductive locking element 108 and retain the second end portion 122 of the second conductive locking element 110, such that the second conductive locking element 108 is retained in conductive engagement with a second aircraft component (not shown). The second end portion 122 of the second conductive locking element 108 may be retained in conductive engagement with the conductive bonding element 102 by the second self-locking head 110. In the embodiment of Figures 4A, 4B and 4C, the second conductive locking element 108 and the second self-locking head 110 are arranged such that the second end portion 122 of the second conductive locking element 108 may be retained around an aircraft component in a loop configuration.
[0057] As can be seen in Figures 4A, 4B and 4C, a first protection element 124 may be provided adjacent to the first self-locking locking head 106 and a second protection element 126 may be provided adjacent to the second self-locking head 110. The protection elements 124, 126 are arranged such that such that the protection elements act to provide a protective barrier between the self-locking heads and the aircraft components in order to protect the aircraft component from any damage that may be caused through interaction of the self-locking head 16 with the aircraft component. The protection elements 124, 126 may be substantially the same as protection element 26 described in relation Figures 1 and 2.
[0058] Figure 5 shows an example of the electrical connector 100 of Figures 4A, 4B and 4C in use to provide electrical bonding between a first aircraft component 130 and a second aircraft component 132. In the example shown in Figure 5, the first electrical component 130 is a conduit or pipe and the second aircraft component 132 is a conduit or pipe. It should be understood that the specific aircraft components shown in Figure 5 are used merely by way of example, and that the electrical connector 100 may be used to provide electrical bonding between any two suitable aircraft components.
[0059] As can be seen in Figure 5, the first conductive locking element 104 is retained in conductive engagement with the first aircraft component 130 by the first self-locking head 106. The second conductive locking element 108 is retained in conductive engagement with the second aircraft component 132 by the second self-locking head 110. The first and second selflocking heads electrically and mechanically couple the first and second conductive locking elements 104, 108 to the conductive bonding element 102, thereby electrically bonding the first and second aircraft components 130, 132.
[0060] Figure 5 shows a stress relief loop 136 provided in the conductive bonding element between first and second aircraft components. The stress relief loop provides flexibility in the conductive bonding element 102, such that if the aircraft components move relative to each other, the stress relief loop may prevent the electrical connector from becoming stressed, damaged or disconnected from the one or both of the aircraft components. The stress relief loop is provided by ensuring that the length of conductive bonding element 102 is greater than the distance between the two aircraft components.
[0061] Figure 5 also shows protection elements 124, 126 disposed between the first and second self-locking heads 106, 110 and the first and second aircraft components 130, 132 such that the protection element 124, 126 protect the first aircraft component 130 and second aircraft component 132 from damage caused by contact of the self-locking heads 124, 126 with the aircraft components 130, 132.
[0062] As will be appreciated the self-locking heads 106, 110 of Figure 4 and 5 may have the same arrangement as the self-locking head of Figure 3. Alternatively, the self-locking heads 106, 110 may be any suitable self-locking head, for example ratchet and pawl arrangements.
[0063] Figure 6 shows a schematic plan view of an example aircraft 200, comprising a first aircraft component 202 and a second aircraft component 204 and an electrical connector 206 according to embodiment providing an electrically conductive path between the first aircraft component 202 and the second aircraft component 204. Although Figure 6 shows the electrical connector 206 providing an electrical connection between two components in the wing of the aircraft, it should be understood that embodiments could be used in any part of the aircraft, to provide a conductive path between two aircraft components.
[0064] As will be appreciated, the conductive bonding elements of the first and second embodiments may be made from any suitable conductive material, for example metal, or conductive polymers such as metal coated plastics. It will also be appreciated that the conductive bonding elements may be flexible in order to allow for relative movement between the aircraft components that they are coupled to. Alternatively, the conductive bonding elements may be semi-rigid such that the stress relief loops can be formed in the elements on installation and the stress relief loops are retained during operation.
[0065] The conductive locking elements of the first and second embodiments may also be made from any suitable conductive material, for example metal, or conductive polymers such as metal coated plastics. It will also be appreciated that the conductive locking elements may be flexible in order to allow them to be looped around conduits. Alternatively, the conductive locking elements may be semi-rigid such that the they can be formed into loops during installation by an operator but will retain the looped shape during operation, unless they are formed into a different shape.
[0066] Although the embodiments show conductive bonding elements and conductive locking elements that have lengths substantially greater than their widths and are thin, any suitable arrangement for the conductive bonding elements and conductive locking elements maybe used depending on the specifics of the application they are used for.
[0067] Where in the foregoing description, integers or elements are mentioned which have known, obvious or foreseeable equivalents, then such equivalents are herein incorporated as if individually set forth. Reference should be made to the claims for determining the true scope of the present invention, which should be construed so as to encompass any such equivalents. It will also be appreciated by the reader that integers or features of the invention that are described as preferable, advantageous, convenient or the like are optional and do not limit the scope of the independent claims. Moreover, it is to be understood that such optional integers or features, whilst of possible benefit in some embodiments of the invention, may not be desirable, and may therefore be absent, in other embodiments.
Claims (21)
1. An electrical connector, comprising: a conductive bonding element having a first end portion and a second end portion; a conductive locking element having a first end portion and a second end portion; and a self-locking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, wherein in use with a first aircraft component and a second aircraft component, the self-locking head is arranged to receive and engage with the second end portion of the conductive locking element such that the conductive locking element is retained in conductive engagement with the first aircraft component, and the second end portion of the conductive bonding element is arranged to engage with the second aircraft component such that the conductive bonding element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
2. The electrical connector according to claim 1, wherein the conductive locking element is arranged such that in use it is retained around the first aircraft component in a loop configuration.
3. The electrical connector according to claim 1 or 2, further comprising: a protector element arranged such that in use with the conductive locking element retained in conductive engagement with the first aircraft component, the protector element is coupled to the self-locking head so as to provide a mechanical buffer between the self-locking head and the first aircraft component.
4. The electrical connector according to claim 3, wherein the protector element comprises material having vibration damping characteristics.
5. The electrical connector according to claim 3 or 4, wherein the protector element is integrally formed with the self-locking head.
6. The electrical connector according to claim 3, 4 or 5, wherein the protection element comprises rubber or plastics material.
7. The electrical connector according to any preceding claim, wherein the self-locking head comprises a body defining a cavity and a locking ball provided within the cavity, wherein the body and locking ball are arranged such that in use with the self-locking head in an open configuration, the locking ball permits passage of the second end portion of the conductive locking element into the self-locking head, and the body and locking ball are arranged such that in use with the second end portion of the conductive locking element provided in the self-locking head and the self-locking head in a locked configuration, the locking ball engages with second end portion of the conductive locking element and the body to retain the second end portion of the conductive locking element in place in the self-locking head.
8. The electrical connector according to any of claims 1 to 6, wherein the second end portion of the conductive locking element comprises a plurality of teeth and the self-locking head comprises a pawl arranged to engage with the plurality of teeth, such that in use, the engagement of the pawl at least one of the plurality of teeth retains the conductive locking element in conductive engagement with the first aircraft component.
9. The electrical connector according to any preceding claim, wherein the conductive bonding element and conductive locking element are formed from the same metallic material.
10. The electrical connector according to any preceding claim, wherein the conductive bonding element is flexible such that in use, a stress relief loop can be provided in the conductive bonding element between first and second aircraft components.
11. The electrical connector according to any preceding claim, wherein the conductive locking element is more rigid than bonding element.
12. The electrical connector according to any preceding claim, wherein the conductive locking element has a greater thickness than the conductive bonding element.
13. The electrical connector according to any preceding claim, wherein the conductive bonding element and conductive locking element are formed from different metallic materials.
14. The electrical connector according to any preceding claim, wherein the second end portion of the conductive bonding element comprises an eyelet arranged, such that in use, the eyelet is arranged to receive a connector for connecting the second end portion of the conductive bonding element to the second aircraft component.
15. The electrical connector according to any of claims 1 to 13, wherein the conductive locking element is a first conductive locking element and the self-locking head is a first selflocking head, the electrical connector further comprising: a second conductive locking element having a first end portion and a second end portion; and a second self-locking head arranged to engage the second end portion of the conductive bonding element and the first end portion of the second conductive locking element in conductive engagement, wherein in use with a first aircraft component and a second aircraft component, the first self-locking head is arranged to receive and engage with the second end portion of the first conductive locking element such that the first conductive locking element is retained in conductive engagement with the first aircraft component, and the second self-locking head is arranged to receive and engage with the second end portion of the second conductive locking element such that the second conductive locking element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
16. The electrical connector according to claim 16, wherein the electrical connector comprises a first protector element coupled to the first self-locking head and a second protector element coupled to the second self-locking head.
17. A method of forming an electrical connection between first and second aircraft components using an electrical connector, having a conductive bonding element having a first end portion and a second end portion, a conductive locking element having a first end portion and a second end portion, and a self-locking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, the method comprising: providing conductive locking element in a loop around the first aircraft component; retaining the second end portion of the conductive locking element in the self-locking head, such that the conductive locking element is retained in conductive engagement with the first aircraft component; and retaining the second end portion of the conductive bonding element in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
18. A method of forming an electrical connection between first and second aircraft components using an electrical connector, having a conductive bonding element having a first end portion and a second end portion, a first conductive locking element having a first end portion and a second end portion, a second conductive locking element having a first end portion and a second end portion, a first self-locking head arranged to engage the first end portion of the conductive bonding element and the first end portion of the conductive locking element in conductive engagement, and a second self-locking head arranged to engage the second end portion of the conductive bonding element and the first end portion of the second conductive locking element in conductive engagement, the method comprising: providing the first conductive locking element in a loop around the first aircraft component; retaining the second end portion of the first conductive locking element in the first selflocking head, such that the first conductive locking element is retained in conductive engagement with the first aircraft component; providing the second conductive locking element in a loop around the second aircraft component; and retaining the second end portion of the second conductive locking element in the second self-locking head, such that the second conductive locking element is retained in conductive engagement with the second aircraft component, thereby providing an electrically conductive path between the first aircraft component and the second aircraft component.
19. A method according to claim 18 or 19, further comprising: providing a stress relief loop in the conductive bonding element between the first aircraft component and the second aircraft component.
20. An aircraft comprising a first aircraft component and a second aircraft component and the electrical connector according to any of claims 1 to 16 providing an electrically conductive path between the first aircraft component and the second aircraft component.
21. An electrical connector and method of forming and electrical connection substantially as described with reference to the accompanying drawings.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1521050.3A GB2544804A (en) | 2015-11-30 | 2015-11-30 | Electrical connector and method of forming an electrical connection |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB1521050.3A GB2544804A (en) | 2015-11-30 | 2015-11-30 | Electrical connector and method of forming an electrical connection |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB201521050D0 GB201521050D0 (en) | 2016-01-13 |
| GB2544804A true GB2544804A (en) | 2017-05-31 |
Family
ID=55177414
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB1521050.3A Withdrawn GB2544804A (en) | 2015-11-30 | 2015-11-30 | Electrical connector and method of forming an electrical connection |
Country Status (1)
| Country | Link |
|---|---|
| GB (1) | GB2544804A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP4071057A1 (en) * | 2021-04-08 | 2022-10-12 | The Boeing Company | Ignition-suppressing devices for shielding fasteners, aircraft fuel tanks having fasteners, shielded by ignition suppressing devices, and methods of installing ignition-suppressing devices in aircraft fuel tanks |
| US11571595B2 (en) | 2015-07-21 | 2023-02-07 | The Boeing Company | Ignition-quenching covers and methods for aerospace applications |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4875864A (en) * | 1989-03-13 | 1989-10-24 | Campbell Marvin J | Ground clamp for coaxial cable junction block |
| JPH11111358A (en) * | 1997-10-03 | 1999-04-23 | Sumitomo Wiring Syst Ltd | Electrode connecting terminal |
-
2015
- 2015-11-30 GB GB1521050.3A patent/GB2544804A/en not_active Withdrawn
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4875864A (en) * | 1989-03-13 | 1989-10-24 | Campbell Marvin J | Ground clamp for coaxial cable junction block |
| JPH11111358A (en) * | 1997-10-03 | 1999-04-23 | Sumitomo Wiring Syst Ltd | Electrode connecting terminal |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US11571595B2 (en) | 2015-07-21 | 2023-02-07 | The Boeing Company | Ignition-quenching covers and methods for aerospace applications |
| EP4071057A1 (en) * | 2021-04-08 | 2022-10-12 | The Boeing Company | Ignition-suppressing devices for shielding fasteners, aircraft fuel tanks having fasteners, shielded by ignition suppressing devices, and methods of installing ignition-suppressing devices in aircraft fuel tanks |
| US12024310B2 (en) | 2021-04-08 | 2024-07-02 | The Boeing Company | Ignition-suppressing devices for shielding fasteners, aircraft fuel tanks having fasteners shielded by ignition-suppressing devices, and methods of installing ignition-suppressing devices in aircraft fuel tanks |
Also Published As
| Publication number | Publication date |
|---|---|
| GB201521050D0 (en) | 2016-01-13 |
Similar Documents
| Publication | Publication Date | Title |
|---|---|---|
| US6702237B2 (en) | Apparatus and method for anchoring a cable | |
| US9484131B2 (en) | Method and device for positioning electrical conductors, and conductor group | |
| US8844881B2 (en) | Line routing clip | |
| US9482370B2 (en) | Line clamp assembly and method of use | |
| US20140060891A1 (en) | Standoff device and method of installation of harness | |
| JP2013541174A5 (en) | ||
| CA2783267C (en) | Cable tie with improved pawl | |
| GB2544804A (en) | Electrical connector and method of forming an electrical connection | |
| WO2011005418A1 (en) | Self-centering cable strap | |
| US9009923B2 (en) | Cushion sleeve | |
| US9166389B2 (en) | Assembly comprising a raceway and a branching device, and associated branching device | |
| US20200287365A1 (en) | Bracket for cable management | |
| US20190176722A1 (en) | Bi-stable flat spring clipping device | |
| US3009129A (en) | Multiform strain-absorbing-cableconnector assembly | |
| CA3037479C (en) | Clip-based non-metallic fittings for attachment of flexible metallic conduit | |
| US20170267427A1 (en) | Metal straps | |
| US20200094086A1 (en) | Safety Cable Routing System | |
| EP3485546B1 (en) | Pin-based non-metallic fittings for attachment of flexible metallic conduit | |
| KR20150009721A (en) | Anchorage apparatus for cable | |
| US10527201B2 (en) | Cable anchor | |
| US20220024659A1 (en) | Elastic Bundle Tie | |
| US11239574B2 (en) | Bonding line attachment | |
| CN104810760A (en) | Fixing and mounting method of vehicle wire harness assembly | |
| EP3228880A1 (en) | Fir tree mount | |
| CA2500094A1 (en) | Tie-clamp for wiring bundles |
Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |