WO2010121296A1

WO2010121296A1 - A connection element

Info

Publication number: WO2010121296A1
Application number: PCT/AU2010/000440
Authority: WO
Inventors: William Taylor
Original assignee: Rees Operations Pty Ltd
Priority date: 2009-04-20
Filing date: 2010-04-20
Publication date: 2010-10-28
Also published as: AU2010239134A1; AU2010239133B2; WO2010121297A1; AU2010239133A1; NZ596291A

Abstract

This invention relates to a connection element for effecting connection between a vehicle component or accessory and a vehicle, the connection element comprising at least first and second connection points, and means integral with the connection element which are adapted to absorb tensile impact loading imparted upon the element via means other than lengthening of the connection element solely.

Description

A CONNECTION ELEMENT

FIELD OF THE INVENTION

This invention relates to means for providing a connection between a vehicle component or accessory and a vehicle, and in particular to energy absorbing connection elements.

PRIORITY

This patent application claims priority from:

- Australian Provisional Patent Application 2009901684, titled "A CONNECTION ELEMENT BETWEEN A VEHICLE COMPONENT OR ACCESSORY AND A VEHICLE", and filed on 20 April 2009;

- Australian Provisional Patent Application 2009904051 , titled "IMPACT ENERGY ABSORBING STRAP", and filed on 26 August 2009;

- Australian Provisional Patent Application 2009901682, titled "CARGO BARRIER", and filed on 20 April 2009;

- Australian Provisional Patent Application 2009901683, titled "CARGO BARRIER", and filed on 20 April 2009; and

- Australian Provisional Patent Application 2009901685, titled "CARGO BARRIER", and filed on 20 April 2009.

The entire content of these applications are hereby incorporated by reference.

BACKGROUND

The present invention relates to connection elements for providing a connection between a vehicle component or accessory and a vehicle, and in particular to energy absorbing connection elements.

For the purposes of explanation, reference will be made to use of the present invention in relation to providing a connection between a vehicle cargo barrier and a vehicle mounting point for the same. It will be realised that the invention will have numerous other applications and is not restricted to this specific example.

When mounted within a vehicle, some cargo barriers extend transversely from side to side and from the roof to the floor of the vehicle so as to separate a cargo area of the vehicle from occupants of the vehicle. It is against such a barrier that any unrestrained loads can impact should the vehicle come to a sudden stop or suddenly decelerate.

The applicant is aware of one technique for securing cargo barriers of the above described type in vehicles, which involves a plurality of rearwardly extending rigid metal securing straps positioned one at or adjacent to each corner of the barrier. Each of the straps has its forward end attached to a bracket connected to the cargo barrier, and its rear end securable to an anchorage point fixed with respect to the vehicle body.

The applicant is further aware of the practice of incorporating energy absorbing features into these straps, so that the straps may absorb some of the impact energy imparted upon the barrier.

A problem with the energy absorbing techniques adopted in straps previously, is that they absorb energy by allowing the barrier to move toward the occupants of the vehicle. This is a potential hazard for vehicle occupants, so the extent of encroachment that is permissible is set out by relevant Australian Standards.

It is an object of the present disclosure therefore to substantially ameliorate one or more of the above mentioned difficulties associated with the above described connection elements, or at least provide a connection element that is a useful alternative to known connection elements.

Other objects and advantages of the present invention will become apparent from the following description, taking in connection with the accompanying drawings, wherein, by way of illustration and example, an embodiment of the present invention is disclosed.

In the specification and any claims, the terms "rearward(ly)", "rear", "front" and "forward(ly)" are used with reference to the normal direction of travel of the vehicle in which the cargo barrier is fitted.

SUMMARY OF THE INVENTION

According to a first aspect of the invention there is provided a connection element for effecting connection between a vehicle component or accessory and a vehicle, the connection element comprising at least first and second connection points, and means integral with the connection element which are adapted to absorb tensile impact loading imparted upon the element via means other than lengthening of the connection element solely.

In one form, the connection element comprises a sheet of plastically deformable material. In one form, the barrier is a sheet of aluminium. Alternatively the barrier may be steel or even a non ferrous material such as a plastic.

In one form, the connection element is elongate, the first and second connection points are located at or toward opposing ends of the connection element, and the means adapted to absorb tensile impact loading are integral with a portion extending between the connection points.

In one form, the energy absorbing means is a locally weakened zone of the connection element that yields preferentially under load by plastically deforming via means other than lengthening of the connection element solely.

In one form, the weakened zone includes apertures in or through the connection element.

In one form, the apertures are slits or slots.

In one form, the apertures are arranged into a pattern.

In one form, the apertures cause the connection element to define an approximately serpentine load path between the connection points.

In one form, the connection element defines a plurality of approximately serpentine load paths between the connection points.

In the context of the present invention the term 'serpentine' is used in reference to a generally serpentine shape, this being a shape comprising two of more curves turning in alternating directions so as to be approximately sinuous, or shaped like a letter 'S'.

Similarly, the load path is used in reference to the path along which load is transmitted through the connection element when this is loaded, and when it is placed in tension in particular.

In one form, the connection element is divided into two major portions by a locally weakened zone, each major portion comprising one end portion and one side portion of the strap.

In one form, the locally weakened zone is surrounded by the major portions.

In one form, the first and second connection points are located in first and second end portions of the connection element respectively.

In one form, the weakened zone comprises a plurality of ribs separated by a plurality of slots. In one form, the ribs and slots are substantially parallel and equi-spaced.

In one form, each of the ribs and slots in the pattern is at an angle, which is the same angle for each of the ribs and slots, relative to the direction of elongation of the connection element.

In one form, the angle of inclination of each of the ribs relative to the direction of elongation of the connection element is between 30 degrees and 60 degrees, but is preferably 45 degrees.

In one form, the spaces closest to the connection points break through a side edge of the connection element.

In one form, each of the spaces closest to the connection points break through an opposing side edge of the connection element before extending away from their respective connection point.

In one form, in an alternative, the portion extending between the connection points is divided into at least inner and outer portions by a locally weakened region that is arranged and constructed such that it is displaced, at least in part, in a direction (or directions) away from a longitudinal axis during plastic deformation of the element caused by tensile impact loading.

In one form, the first connection point lies at an end of the inner portion of the medial region and the second connection point lies at an end of the outer portion of the medial region.

In one form, the inner portion is joined to the outer portion by a plurality of ribs, the ribs extending from the inner portion out to the outer portion in directions having components towards the first connection point when measured in a direction parallel to the longitudinal axis.

In one form, the locally weakened region comprises a pattern of slots which is spaced apart from and symmetrical about a pattern centre line that extends between the connection points, such that each of the slots on one side of the pattern centre line is substantially parallel to and spaced apart from each of the other slots on that same side of the pattern centre line, and each of the slots in the pattern is at an angle relative to the pattern centre line.

In one form, the pattern of slots defines a central backbone and a series of ribs.

In one form, the angle of inclination of each of the ribs relative to the pattern centre line is between 30 degrees and 60 degrees.

In one form, the angle of inclination of each of the ribs relative to the pattern centre line is 45 degrees. In one form, the slots furthest from the mounting point includes slot extensions that extend toward and normal to the pattern centre line.

In a further aspect, there is a connection arrangement comprising two or more of the connection elements defined above, where the two or more connection elements extend between a common vehicle mounting point and a common connection point on a vehicle component or accessory.

In one form, the elements are overlayed so that the angle of inclination of the ribs and slots in a first element are directed oppositely to the ribs in the second element.

In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description or illustrated in the drawing.

The invention is capable of embodiments in addition to those described and of being practiced and carried out in various ways. Also, it is to be understood that the phraseology and terminology employed herein, as well as the abstract, are for the purpose of description and should not be regarded as limiting.

The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate certain embodiments of the invention, and together with the description, serve to explain the principles of the invention.

Those skilled in the art will appreciate that the conception upon which this disclosure is based may readily be utilized as a basis for designing other structures, methods, and systems for carrying out the several purposes of the present invention. It is important, therefore, to recognise that the claims should be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.

BRIEF DESCRIPTION OF THE DRAWINGS

For a better understanding of this disclosure it will now be described with respect to an exemplary embodiment which shall be described herein with the assistance of drawings wherein:

Figure 1 is a plan view of an exemplary connection element according to a first embodiment;

Figure 2 is a side view of the connection element in Figure 1;

Figure 3 is a side view of the connection element in Figures 1 and 2 post this having absorbed energy imparted upon it by a cargo barrier hit by cargo; Figure 4 is a cross-sectional view through the connection element taken along line 4-4 in Figure 1 ;

Figure 5 is a plan view of an exemplary connection element according to a second embodiment;

Figure 6 is a cross-sectional view through the connection element in Figure 5, taken along line 6-6;

Figure 7 is a plan view of a connection element according to a further exemplary embodiment;

Figure 8 is a side view of the connection element in Figure 7;

Figure 9 is a plan view of the connection element in Figures 7 and 8 post this having absorbed energy imparted upon it by a cargo barrier hit by cargo;

Figure 10 is an exploded perspective view of a connection arrangement employing a pair of connection elements being used in a parallel combination;

Figure 11 is a perspective view of a connection arrangement employing a pair of connection elements being used in a parallel combination; and

Figure 12 is plan view of a connection element according to a further exemplary embodiment.

In the following description, like reference characters designate like or corresponding parts throughout the several views of the drawings.

DETAILED DESCRIPTION

Referring now to Figures 1 through 4, where an exemplary embodiment of a connection element 1 for providing a connection between a vehicle component or accessory and a vehicle is illustrated. The connection element 1 comprises a generally elongate sheet of plastically deformable material, having at least opposing ends 2 and 4, and a connection point 6 and 8 at or toward each respective end 2 and 4 thereof. The connection element 1 is symmetrical about a longitudinal axis and centre line CL extending between the connection points 6 and 8 thereof, these connection points 6 and 8 being apertures through which fasteners such as bolts may be passed.

In this illustrative embodiment the connection element 1 is either cut or punched (such as by laser cutting or turret punching) from a single sheet of 4mm thick 5083 aluminium.

One application for the connection element 1 is in providing a connection between a vehicle cargo barrier and a vehicle mounting point for the same. When utilised for this purpose, a proximal connection point 6 is secured (such as by a bolt etc.) to the vehicle mounting point, and a distal connection point 8 is secured (also by bolt etc) to the cargo barrier.

Referring now to Figures 3 and 4, where it can be seen that there is locally weakened region in the connection element, this region incorporating a pattern of slots 12 which is spaced apart from and symmetrical about centre line CL so as to thereby define an inner portion in the form of a central backbone 14 for the pattern. Referring to Figure 4, where it can be seen that a series of ribs 16 of width W and thickness T are defined between these slots 12. The slots 12 and ribs 16 then constitute the weakened region, the central backbone 14 constitutes the second portion of the connection element 1, and the remainder of the connection element the first portion thereof.

Each of the slots 12 on one side of the pattern centre line CL is substantially parallel to and spaced apart from each of the other slots on that same side of the pattern centre line CL, and each of the slots 12 in the pattern is at an angle relative to the pattern centre line CL. In this exemplary embodiment, each of the slots 12 in the pattern is directed away from the vehicle mounting point at connection point 6 and toward the cargo barrier at connection point 8. It should be understood however that the connection element 1 may be reversed and still operate to absorb energy in the manner described.

The angle of inclination of each of the slots 12 relative to the pattern centre line CL is 45 degrees, and the slots 12a furthest from the mounting point 4 include a slot extensions 12b that extend toward and normal to the centre line CL so as to join these furthermost slots 12a. Each of the slots 12 in a pattern, with the exception of the slots 12a furthest from the mounting point 4, is of substantially the same length and is spaced the same distance away from the centre line CL of the pattern 10.

The above described pattern of slots 12 can be described as a 'fish bone' pattern.

When an unrestrained load impacts against the cargo barrier, this in turn places the (or each) connection element 1 (primarily) under a tension impact load. The connection element 1 reacts in the following ways:

• Slots 12a and extension 12b to open up significantly (out of the plane of the connection element);

• The inner portion or backbone 14 is displaced out of the plane of the remainder of the connection element 1 (as illustrated in Figure 3), the extent of this displacement being greatest at the end furthest from the vehicle mounting point 4;

• The ribs 16 deform and twist along their length, the extent of this deformation and twisting being greater the further the slot is from the vehicle mounting point 4; and • The reminder of the slots 12 open and kink along their length, the extent of this opening and kinking being greater the further the slot is from the vehicle mounting point 4.

Whilst there is some lengthening of the connection element 1, a significant (and possibly even a predominant) amount of the energy imparted upon the connection element by the cargo barrier is absorbed as the backbone 14 is displaced in a direction (or directions) away from the longitudinal axis and centre line CL.

A significant advantage of the connection element 1 according to the present disclosure then is that energy imparted upon the connection element 1 by the cargo barrier is absorbed via means other than lengthening of connection element 1. This then limits the extent to which the connection element 1 allows the cargo barrier to encroach upon the space occupied by the vehicle's occupants.

Another embodiment of the invention is shown in figures 5 and 6. With this embodiment, a smaller number of ribs 16 are provided leaving larger apertures 12. It will be appreciated that the number of ribs 16, the thickness of the sheet T, and the width of the ribs W can be varied to achieve desired properties.

Referring now to Figures 7 through 9, where a further exemplary embodiment of a connection element 100 for providing a connection between a vehicle component or accessory and a vehicle is illustrated. The connection element 100 comprises a generally elongate sheet of plastically deformable material, having at least opposing ends 102 and 104, side portions defining side edges 103 and 105, and a connection point 106 and 108 at or toward each respective end 102 and 104 thereof. These connection points 106 and 108 may be apertures through which fasteners such as bolts may be passed.

In this illustrative embodiment the connection element 100 is either cut or punched (such as by laser cutting or turret punching) from a single sheet of 3mm thick HA3P steel. It will be appreciated however that the connection element may be other than a planar one, it may be a rod or tube for instance, and that other materials of varying thickness may also be employed.

One application for the connection element 100 is in providing a connection between a vehicle cargo barrier and a vehicle mounting point for the same. When utilised for this purpose, a proximal connection point 106 is secured (such as by a bolt etc.) to the vehicle mounting point, and a distal connection point 108 is secured (also by bolt etc) to the cargo barrier.

Other potential applications for the connection element 100 include as a seat belt, seat or steering column mounting bracket in a vehicle.

There is locally weakened region in the connection element, this region being between the connection points 106 and 108 and the side portions, and incorporating a plurality of ribs 1 10 of width W and thickness T separated by a plurality of slot shaped spaces 112 of width WS (although the width of some slots may be varied if desirable).

Each of the slots 112 is substantially parallel to and spaced apart from each of the other slots, and each of the slots 112 is at an angle relative to a line of action (LOA) extending between the connection points 106 and 108 (and the direction of elongation of the connection element 100).

The two slot shaped spaces 112a and 112b closest to the connection points 106 and 108 respectively (i.e. at respective ends of the array of slots) extend to and break through a side edge 105 and 103 respectively of the connection element 100. That is to say, each of these slot shaped spaces 112a and 112b closest to the connection points 106 and 108 respectively break through an opposing side edge of the connection element 100 before extending away from their respective connection point at the same angle of inclination (relative to the line of action LOA extending between the connection points) as all of the other slots 112.

In this way, the connection element 100 defines a plurality of serpentine (roughly 'S' shaped) load path between the connection points 106 and 108.

The angle of inclination of each of the slots 112, 112a and 112b relative to the line of action is 45 degrees, although this angle may be varied if desirable.

With reference now to Figure 9, when an unrestrained load impacts against the cargo barrier, this in turn places the (or each) connection element 100 (primarily) under tension. The connection element 100 reacts in the following ways:

1. The end slots 112a and 112b open up as the connection element bends in the vicinity of the regions marked B in Figure 1 ; and

2. Each of the ribs 112 bends at two positions marked at C in Figure 100, these being positions being toward opposing ends of each rib. As a result, the distal ends of the slots 1 12 between the ribs become misaligned by being offset relative to one another (i.e. the slots become crank or 'dog-leg' shaped).

Despite the above described deformation of the connection element 100, it remains substantially planar, so nearly all deformation occurs within the plane of the connection element 100.

Whilst there is some lengthening of the connection element 100, a significant (and possibly even a predominant) amount of the energy imparted upon the connection element by the cargo barrier is absorbed in the bending of the ribs 1 12. A significant advantage of the connection element 100 according to the present disclosure then is that some of the energy imparted upon the connection element 100 by the cargo barrier is absorbed via means that do not substantially contribute to the lengthening of connection element 100. This then limits the extent to which the connection element 100 allows the cargo barrier to encroach upon the space occupied by the vehicle's occupants.

A further significant advantage is that that the connection element 100 according to the present disclosure yields in a progressive manner as opposed to yielding suddenly. The tensile force versus extension graphs obtained in testing have been approximately linear through to final failure of the test specimens.

A further advantage is that the connection element 100 according to the present disclosure is physically smaller than similar connection elements, such as element 1. This makes these connection elements 1 less intrusive where they are used in a vehicle interior to mount a cargo barrier.

With reference now to Figures 10 and 11, where, when the physical properties of one connection element 100 are expected to be insufficient for a given application, two or more connection elements 100 can be used in combination. That is, the two or more connection elements 100 comprise a connection arrangement that will extend between a common vehicle mounting point and a common connection point on the vehicle component or accessory (cargo barrier).

When using two of the connection elements 100 are used in combination, these can be overlayed so that the angle of inclination of the ribs and slots in a first element are directed oppositely to the ribs in the second element. This may assist to balance out any instability of plastic deformation in a connection element 1 that occurs as a result of the impact.

It will be appreciated that the number of ribs, the thickness of the sheet T, and the width of the ribs W can be varied.

Referring now to Figure 12, where a connection element 200 is illustrated. Connection element 200 is similar to connection element 100 discussed above in that this comprises a generally elongate sheet of plastically deformable material, having at least opposing ends 202 and 204, side portions defining side edges 203 and 205, and connection points 206 and 208 at or toward each respective ends 202 and 204 thereof. These connection points 206 and 208 are apertures through which fasteners such as bolts may be passed.

For the purpose of explanation, a line of action LOA (represented by a dashed line in Figure 12) can be considered to pass between the connection points 206 and 208 of connection element 200. Similarly, a centre line CL can be considered to pass through the geometric centre of connection element 200. In connection element 200, the line of action LOA and pattern centre line CL are misaligned by an angle α. This has been found to improve the stress distribution around the slots 212 closest to the connection points 206 and 208 in particular.

All publications mentioned in this specification are herein incorporated by reference. Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is solely for the purpose of providing a context for the present invention. It is not to be taken as an admission that any or all of these matters form part of the prior art base or were common general knowledge in the field relevant to the present invention as it existed in Australia or elsewhere before the priority date of each claim of this application.

Although the disclosure has been herein shown and described in what is conceived to be the most practical and preferred embodiment, it is recognised that departures can be made within the scope of the invention, which is not to be limited to the details described herein but is to be accorded the full scope of the appended claims so as to embrace any and all equivalent devices and apparatus.

Claims

1. A connection element for effecting connection between a vehicle component or accessory and a vehicle, the connection element comprising at least first and second connection points, and means integral with the connection element which are adapted to absorb tensile impact loading imparted upon the element via means other than lengthening of the connection element solely.

2. The connection element as in claim 1, wherein the connection element comprises a sheet of plastically deformable material.

3. The connection element as in any either of the preceding claims, wherein the sheet is a sheet of metal.

4. The connection element as in any either of the preceding claims, wherein the sheet is a sheet of aluminium.

5. The connection element as in any one of the preceding claims, wherein the connection element is elongate, the first and second connection points are located at or toward opposing ends of the connection element, and the means adapted to absorb tensile impact loading are integral with a portion extending between the connection points.

6. The connection element as in any one of the preceding claims, wherein the energy absorbing means is a locally weakened zone of the connection element.

7. The connection element of claim 6, wherein the weakened zone yields preferentially under load.

8. The connection element of either of claims 6 or 7, wherein the weakened zone yields by plastically deforming via means other than those that result in lengthening of the connection element solely.

9. The connection element of any one of claims 6 though 8, wherein the weakened zone includes apertures in or through the connection element.

10. The connection element of claim 8, wherein the apertures are slits or slots.

1 1. The connection element of any one of claims 9 or 10, wherein the apertures cause the connection element to define an approximately serpentine load path between the connection points.

12. The connection element of claim 1 1, wherein the connection element defines a plurality of approximately serpentine load paths between the connection points.

13. The connection element as in any one of the preceding claims, wherein the connection element is divided into two major portions by a locally weakened zone, each major portion comprising one end portion and one side portion of the strap.

14. The connection element of claim 13, wherein the locally weakened zone is surrounded by the major portions.

15. The connection element as in either of claims 13 or 14, wherein the first and second connection points are located in first and second end portions of the connection element respectively.

16. The connection element as in any one of the preceding claims, wherein the weakened zone comprises a plurality of ribs separated by a plurality of slots.

17. The connection element of claim 16, wherein the ribs and slots are substantially parallel and equi- spaced.

18. The connection element as in either of claims 16 or 17, wherein each of the ribs and slots in the pattern is at an angle which is the same angle for each of the ribs and slots, relative to the direction of elongation of the connection element.

19. The connection element as in any one of claims 16 through 18, wherein the angle of inclination of each of the ribs relative to the direction of elongation of the connection element is between 30 degrees and 60 degrees, but is preferably 45 degrees.

20. The connection element as in any one of claims 16 through 19, wherein, the spaces closest to the connection points break through a side edge of the connection element.

21. The connection element as in any one of claims 16 through 20, wherein each of the spaces closest to the connection points break through an opposing side edge of the connection element before extending away from their respective connection point.

22. The connection element as in any one of claims 9 or 10, wherein the portion extending between the connection points is divided into at least inner and outer portions by a locally weakened zone that is arranged and constructed such that it is displaced, at least in part, in a direction (or directions) away from a longitudinal axis during plastic deformation of the element caused by tensile impact loading.

23. The connection element of claim 22, wherein the first connection point lies at an end of the inner portion of the medial region and the second connection point lies at an end of the outer portion of the medial region.

24. The connection element of either of claims 22 or 23, wherein the inner portion is joined to the outer portion by a plurality of ribs spaced apart by slots, the ribs extending from the inner portion out to the outer portion in directions having components towards the first connection point when measured in a direction parallel to the longitudinal axis.

25. The connection element of any one of claims 22 through 24, wherein the locally weakened region comprises a pattern of slots which is spaced apart from and symmetrical about a pattern centre line that extends between the connection points, such that each of the slots on one side of the pattern centre line is substantially parallel to and spaced apart from each of the other slots on that same side of the pattern centre line, and each of the slots in the pattern is at an angle relative to the pattern centre line.

26. The connection element of any one of claims 22 through 25, wherein the pattern of slots defines a central backbone and a series of ribs.

27. The connection element of any one of claims 22 through 26, wherein the angle of inclination of each of the ribs relative to the pattern centre line is between 30 degrees and 60 degrees.

28. The connection element of claim 27, wherein the angle of inclination of each of the ribs relative to the pattern centre line is 45 degrees.

29. The connection element of any one of claims 25 through 28, wherein the slots furthest from the mounting point includes slot extensions that extend toward and normal to the pattern centre line.

30. A connection arrangement comprising two or more of the connection elements defined in any one of claims 1 through 29, where the two or more connection elements extend between a common vehicle mounting point and a common connection point on a vehicle component or accessory.

31. The connection arrangement of claim 30, wherein the two or more connection elements are as defined in claims 11 through 21.

32. The connection arrangement of claim 31 , wherein the elements are overlayed so that the angle of inclination of the ribs and slots in a first element are directed oppositely to the ribs in the second element.

33. A connection element for effecting connection between a vehicle component or accessory and a vehicle, the connection element comprising at least first and second connection points, and a portion extending between the connection points comprising means integral thereto which are adapted to absorb tensile impact loading imparted upon the element via at least one of the connection points, and minimise extension of the portion extending between the connection points.