Patent Publication Number: US-2006003627-A1

Title: Fused battery terminal connector

Description:
TECHNICAL FIELD  
      This invention is directed to a battery terminal connector, and more particularly to a battery connector that includes a body portion, a ferrule, and an elongated strap securing the body portion to the ferrule. The battery terminal connector may also include at least one fuse, an optional second fuse, and a jump start terminal along the elongated strap.  
     BACKGROUND OF THE INVENTION  
      Storage batteries of the type used in automobiles, trucks and the like, generally have a terminal post made of a lead alloy material with a cylindrical or frusto-conical shape. The battery is connected to the components of the vehicle electrical system by a battery cable assembly. The cable assembly has connectors which clamp to the battery posts, providing a secure electrical and mechanical connection.  
      A conventional connector for connecting cables to the battery is a molded, generally U-shaped device with a bolt passing through outwardly projecting yoke-like arms for securely clamping the connector to the battery post. The connector may also be a stamped metal battery terminal connector, fabricated from sheet metal.  
      U.S. Pat. No. 5,733,152 (“the &#39;152 patent”) is directed to a battery terminal connector. The &#39;152 patent is owned by the assignee of the present application, and relates to a battery terminal connector which permits improved mechanical and electrical connection to a battery terminal post. The connector of the &#39;152 patent has enhanced resistance to rotation when connected to a battery terminal post. That connector is also economical to manufacture, and is adaptable for automated assembly and production. An additional advantage of this connector is that it is adaptable to different automobile models and batteries.  
      U.S. Pat. No. 5,879,202 (“the &#39;202 patent”) is also directed to a battery terminal connector. This connector is of the type that permits tightening onto the battery post using a threaded nut that is positioned above, rather than on the side of, the connector. As a result, especially in tight, confining areas found under the hoods of modern automobiles, the nut is more easily accessed during installation of the &#39;202 connector, as compared to the accessibility of the threaded nuts that are secured to the sides of many prior art connectors.  
      U.S. patent application Ser. No. 10/809,168 (“the &#39;168 application”) is directed to a fused battery terminal connector. The &#39;168 application is owned by the assignee of the present application, and discloses a battery terminal connector having a ferrule at one end of the connector, and a body portion at the other end of the connector. Between the ferrule and the body portion is a generally flat base portion that is designed to accommodate, at the generally flat base portion, a removable fuse. An insulator, which is positioned adjacent the generally flat base portion of the connector, permits a clamping nut to be handled by the individual changing the fuse with a lowered risk of shock. A spindle may also arise from the generally flat base upon which the insulator is positioned. The spindle and the insulator may be integrally secured to a bracket. The bracket may be made of an insulating material, and have a generally C-shaped profile.  
      Additional relevant prior art references include U.S. Pat. Nos. 6,250,973, 5,941,738, 5,879,202, 5,800,219, 5,738,552, 5,711,688, 5,672,442, 5,599,210, 5,316,505, 4,354,726, 4,063,794, 4,054,355, and 3,568,138. None of these patents, however, alone or in combination, disclose the present invention.  
     SUMMARY OF THE INVENTION  
      The invention is a battery terminal connector. The battery terminal connector includes at least a body portion, a ferrule or grip, and an elongated strap securing the body portion to the ferrule.  
      The elongated strap has a length of at least two to three times the combined lengths of the body portion and the ferrule. In fact, the elongated strap may have a length substantially longer than two to three times the combined lengths of the body portion and the ferrule. The elongated strap can have whatever length is necessary to accomplish the objects of the invention.  
      The elongated strap can be straight, but can also be angular. As but one example of an angular strap, the elongated strap may have a substantially L-shaped profile. More particularly, the elongated strap with the substantially L-shaped profile can have a right angle between the two legs that form the L.  
      The battery terminal connector may include, upon its elongated strap, a raised portion for permitting jump starting of the vehicle to which the battery terminal connector of the invention is secured.  
      Preferably, the battery terminal connector includes at least a first removably-mounted fuse that is positioned between the ferrule and the body portion. In yet another embodiment, a second removably-mounted fuse is positioned between the ferrule and the body portion. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       FIG. 1  is a perspective view of one embodiment of a fused battery terminal connector of the invention.  
       FIG. 2  is a top view of the fused battery terminal connector of  FIG. 1 .  
       FIG. 3  is a side view of the embodiment of the connector of  FIGS. 1 and 2 .  
       FIG. 4  is an end view, taken along the right side, of the fused battery terminal connector of  FIG. 1 .  
       FIG. 5  is a partial sectional view of the battery terminal connector of  FIG. 1 , taken along lines  5 - 5  of  FIG. 2 .  
       FIG. 6  is a partial sectional side view of the embodiment of  FIG. 2 , taken along lines  6 - 6  of  FIG. 2 .  
       FIG. 7  is partial sectional view, primarily of the C-shaped bracket or insulator and spindle, of the fused battery terminal connector of  FIG. 1 , taken along lines  7 - 7  of  FIG. 3 .  
       FIG. 8  is a partial sectional view of the elongated strap portion of the fused battery terminal connector of  FIG. 1 , taken along lines  8 - 8  of  FIG. 3 .  
       FIG. 9  is a partial sectional view of the crimp portion of the fused battery terminal connector of  FIG. 1 , taken along lines  9 - 9  of  FIG. 3 . 
    
    
     DETAILED DESCRIPTION  
      There are many possible embodiments of this invention. The drawings and description below describe in detail a preferred embodiment of the invention. It should be understood that the present disclosure is to be considered as an example of the principles of the invention. The disclosure is not intended to limit the broad aspect of the invention to the illustrated embodiment.  
      Referring now to  FIG. 1 , the invention is a battery terminal connector  10 . The battery terminal connector  10  includes a main body portion  12 .  
      The construction of some portions of the novel battery terminal connector  10  shown in  FIG. 1  is similar to the construction of battery terminal connectors of the prior art. The details of such construction are disclosed in some detail in the specification of the co-pending U.S. application Ser. No. 10/177,289 of the assignee, and of assignee&#39;s already issued U.S. Pat. No. 5,733,152. The disclosures of that application and that patent are incorporated by reference into this specification.  
      As may be seen in this  FIG. 2 , this body portion  12  is at one of the lateral ends of the connector  10 , and has a length L 1 . In the current preferred embodiment, the length L 1  of this body portion  12  is approximately 1½ inches. The body portion  12  is fitted over either the negative (−) or positive (+) frusto-conical shaped terminal post (not shown) of a twelve-volt automotive storage battery.  
      At its opposite lateral end, this battery terminal connector  10  includes a grip or ferrule  14 . As may be seen in  FIG. 3 , this ferrule has a length L 2 . In the current preferred embodiment, the length L 2  of this ferrule  14  is approximately ⅞ inch. The ferrule  14  is adapted for connecting and securing the battery cable (not shown) to the connector  10 . Particularly, a portion of insulation adjacent one end of the battery cable is removed, exposing the underlying copper core of the cable. The exposed end of the battery cable is placed onto the ferrule  14 , and the opposing wings of the ferrule  14  are crimped over that copper core. As a result of this crimping, the exposed end of the battery cable is gripped tightly by the ferrule  14 . In this way, electrical current can travel, for example, from the positive (+) battery post of the automotive storage battery, through the battery cable, and to the starter motor of the vehicle.  
      The battery terminal connector  10  is typically made of a single piece of copper, copper alloy, or any other single, flat piece of conductive material, and preferably a conductive metal. Typically, a blank is stamped from a thin, single piece of copper or copper alloy. After the creation of a stamped blank, that blank may be mechanically folded, in a manner well-known in the art, until it attains the shape of the finished product shown in  FIG. 1 .  
      Referring again to this  FIG. 1 , the body portion  12  and the ferrule  14  are connected to each other by an elongated strap  18 . Because this elongated strap  18  is formed from the same conductive, stamped blank as the body portion  12  and ferrule  14 , the elongated strap  18  is conductive, and is of one piece with the body portion  12  and the ferrule  14 .  
      Auto manufacturers and designers are constantly dealing with and resolving design compromises. For example, in their on-going attempts to reduce the fuel consumption of vehicles, designers are faced with the design paradox of providing maximum passenger and cargo room, while making smaller, increasingly lightweight vehicles. As a result of these design constraints, newer automobiles frequently have smaller engine compartments.  
      The connector  10  of the invention and its elongated strap  18  provide solutions to some of these design compromises, and provide a great deal of flexibility to manufacturers of automobiles. For example, as noted above, there is often less engine bay space under the hood of modern automobiles. The main body portion  12  and ferrule  14  of most prior art connectors are in close proximity to each other. Some car manufacturers currently place their batteries in very close proximity to side walls of the engine compartment, or to other structures of components within the engine compartment. As a result, many conventional connectors are unacceptable for use with such automobiles.  
      To resolve this problem, the inventors designed the present connector  10  so that the body portion  12  and ferrule  14  are separated by the elongated strap  18 . In fact, the body portion  12  and the ferrule  14  can be separated by as much distance as is necessary to accommodate the design needs of the auto manufacturer or designer.  
      For example, the elongated strap  18  can have a length L 3  that may be two times the combined length (L 1 +L 2 ) of the body portion  12  and the ferrule  14 . Alternatively, the elongated strap  18  can have a length L 3  that can be three times the combined length (L 1 +L 2 ) of the body portion  12  and ferrule  14 . In fact, however, the elongated strap  18  can be of any suitable length L 3 , as long as that length L 3  is at least two times the combined length (L 1 +L 2 ) of the body portion  12  and the ferrule  14 . The maximum length L 3  of the elongated strap  18  is essentially unlimited, i.e., it shall be limited only by the design needs of the automotive engineer.  
      The elongated strap  18  may include a single leg, or two or more legs. In the embodiment shown in the drawings, and as may best be seen in  FIG. 3 , the elongated strap may be comprised of five segments. There are three vertical segments, including vertical segments  18   a ,  18   c , and  18   e . There are two horizontal segments, including horizontal segments  18   b  and  18   d . The total length of these five segments is approximately 7½ inches. Because the combined length (L 1 +L 2 ) of the body portion  12  and ferrule  14  is 2⅜ inches, the total length L of the elongated strap of  FIG. 3  is approximately 3.16 times the combined length of the body portion  12  and ferrule  14 .  
      In another embodiment, it is possible that the elongated strap  18  could be straight, or have two, or three or four or more segments or legs, rather than five segments or legs. For example, referring again to  FIG. 3 , another embodiment could have two legs comprising horizontal segment  18   b  and vertical segment  18   c . In such an embodiment, the vertical segment  18   c  could be longer than that shown, and sufficiently long to extend to the ferrule  14 . In addition, as may be seen in  FIG. 3 , the angle between these segments or legs  18   b  and  18   c  is a 90 degree angle, or a right angle β. These two legs  18   b  and  18   c , coming together at this right angle β, create an elongated strap  18  having a preferred L-shaped profile.  
      Referring now to  FIGS. 2, 3 , and  6 , the elongated strap  18  of the connector  10  includes a raised portion. In this preferred embodiment, the raised portion is a crimp  24 . Here, this crimp  24  is formed by manipulating or turning a pair of tabs  26  and  28  that are a part of the stamped blank  16 . Particularly, tabs  26  and  28  are bent approximately 90° upwardly relative to the horizontal plane of the stamped blank, and then are bent an additional 90° inwardly, so that their ends  30  and  32 , respectively, face each other, and those ends  30  and  32  are spaced closely from each other.  
      When the crimp  24  is in its final form, as may be seen in  FIGS. 2, 3 , and  6 , it serves as a point of attachment for a clamp at the ends of automotive jumper cables. One clamp at one end of the jumper cables is attached to the crimp  24 , while a second clamp at this same end of the jumper cables is attached to a ground of the car whose battery has been discharged. Meanwhile, the clamps at the other end of the jumper cables are attached to the vehicle with the “good” battery. The crimp  24  thus provides an ideal, easily accessible place for jumping an automobile with a discharged battery. The provision of such an easily accessible place for jump starting is again important, in view of the space limitations of the typical engine compartment of a modern automobile.  
      As may best be seen in  FIG. 2 , the battery terminal connector  10  includes a first removably mounted fuse  30 . This first removably mounted fuse  30  is positioned on the segment  18   d  of the elongated strap  18 .  
      As may best be seen in  FIG. 3 , the battery terminal connector  10  also includes a second removably mounted fuse  32 . This second removably mounted fuse  32  is preferably positioned on the segment  18   e  of the elongated strap  18 .  
      These removable fuses  30  and  32  are similar to the fuses  24  disclosed in the present assignee&#39;s co-pending U.S. application Ser. No. 10/809,160, filed on Mar. 25, 2004. The disclosures relating to those fuses  24  are incorporated herein by reference.  
      Referring now to  FIGS. 6 and 7 , the connector  10  of the invention may include two C-shaped brackets  34  and  36 , each of which is separable from the battery terminal connector  10 . As with the C-shaped bracket disclosed in the present assignee&#39;s co-pending U.S. patent application Ser. No. 10/809,160, each of the C-shaped brackets  34  and  36  include integrally formed metal spindles  38  and  40 , respectively. The C-shaped brackets  34  and  36  and their integrally formed metal spindles  38  and  40  are connected to the battery terminal connector  10  by passing those threaded spindles  38  and  40  through separate orifices  42  and  44 , respectively.  
      Unlike the metallic conducting spindles  38  and  40 , the C-shaped brackets  34  and  36  are made of an insulating material. The preferred insulating material is a petroleum based polymer, and the most preferred polymer is polyethylene.  
      Each of the brackets  34  and  36  includes side walls. Bracket  34  includes side walls  46  and  48 , while bracket  36  includes side walls  50  and  52 .  
      When the C-shaped brackets  34  and  36  are brought into engagement with the battery terminal connector  10 , the brackets  34  and  36  are tightly held together with that connector  10  by virtue of a friction fit. Because of this friction fit, no fasteners are necessary to retain the connector  10  with the C-shaped brackets  34  and  36 .  
      This friction fit results from two main factors. The first of these factors is a tight fit between orifices  42  and  44  and the C-shaped brackets  34  and  36 . The second of these factors is a relatively tight fit between the side walls  46  and  48  of the C-shaped bracket  34  (and the side walls  50  and  52  of the C-shaped bracket  36 ) and the sides of the elongated strap  18  of the battery terminal connector  10 .  
      The threaded spindles  38  and  40  are molded into the C-shaped brackets  34  and  36 , in a manner well-known in the art. As indicated above, unlike the C-shaped brackets  34  and  36 , the threaded spindles  38  and  40  are made of a conducting material, preferably a metal material. The spindles  38  and  40  are molded into brackets  34  and  36 , and arise from generally flat support panels  54  and  56  of the brackets  34  and  36 . The integral securement typical of the spindles  38  and  40  to the brackets  34  and  36  may best be seen in  FIG. 7 .  
      It will be understood that a threaded clamping nut (not shown) may be secured to either of the threaded spindles  38  and  40  to retain the removable fuses  30  and  32  to the battery terminal connector  10 . If the vehicle owner or service technician discovers through a visual inspection that either of the fuses  30  and  32  have blown, the appropriate threaded nut may be easily removed, the blown fuse may be removed, and the blown fuse may be replaced with a new fuse. The appropriate threaded nut may then be replaced onto the spindle  38  or  40  to secure the new fuse that replaces blown fuse.  
      Referring now to  FIG. 7 , the C-shaped bracket  34  is indicated by large-scale, downwardly-sloping cross-hatching. As can be seen from this  FIG. 7 , this bracket  34  insulates the threaded spindle  38  from the elongated strap  18 . As a result, contact is prevented between the spindle  38  and the elongated strap  18 . Thus, no current may pass from the connector  10  into the spindle  38 . This is important, as the threaded clamping nut (not shown) is threadably engaged to the spindle  38 . Thus, any current that would pass through the spindle  38  could also pass through the threaded clamping nut. It follows that because the C-shaped bracket  34  prevents current from passing into the spindle  38 , no current can pass through the threaded clamping nut. In this way, when a user through visual inspection determines that either the first removably mounted fuse  30  or the second removably mounted fuse  32  need to be replaced, he may grasp the threaded clamping nut and ordinarily not be subjected to electrical shock.  
      The first removably mounted fuse  30  and the second removably mounted fuse  32  can protect any of a number of different vehicle electrical components. One example of such a component is the power distribution box. Another example of such a component is an alternator. An insulated conducting cable, having at one of its ends a circular terminal or eyelet (not shown), permits the flow of electrical current between the connector  10  and the power distribution box or alternator. The ring-shaped eyelet is sized so that it lays flat upon and engages the entire top surface of each of the conducting terminals  20  and  22  of the respective fuses  30  and  32 . The eyelet is secured to the terminals by the threaded clamping nut referred to above.  
      Accordingly, it may be appreciated from the above description that the present invention is a device which provides easy access by the vehicle owner to fuses that, in prior art devices, are often inaccessible. As a result, the invention enables the fuse to be readily replaced by the vehicle owner or a service technician.  
      It may also be appreciated from the above description that the present invention permits the vehicle owner to readily see the fuse, and thereby visually establish that the fuse has in fact blown. Thus, the present invention permits the owner to engage is such replacement, in the event that the owner&#39;s visual inspection of that fuse establishes that the fuse has blown. This eliminates the need for the owner to drive or tow his vehicle to a service or repair facility. Moreover, by virtue of his ability to ascertain the nature of the problem, and to quickly and easily remedy that problem, the vehicle owner can avoid being stranded in an inoperable vehicle. Unlike some prior art devices, which provide for permanent securement of a fuse or fusible link to a cable, replacement of a blown fuse can be readily accomplished without replacement of the entire fuse/cable assembly.  
      Further, the present invention permits automobile designers to connect battery connectors in low-space underhood environments, enabling the body portion  12  and the ferrule  14  to be separated as much as is necessary to accommodate the design needs of the auto manufacturer.  
      Further, the crimp provides an ideal, easily accessible place for jumping an automobile with a discharged battery.  
      It is understood that, given the above description of the embodiments of the invention, various modifications may be made by one skilled in the art. Such modifications are intended to be limited only by the scope of the below claims.