WO2010121297A1

WO2010121297A1 - Cargo barrier

Info

Publication number: WO2010121297A1
Application number: PCT/AU2010/000441
Authority: WO
Inventors: Leigh Hillier; William Taylor; Peter Robert Rothe
Original assignee: Rees Operations Pty Ltd
Priority date: 2009-04-20
Filing date: 2010-04-20
Publication date: 2010-10-28
Also published as: AU2010239133B2; AU2010239134A1; NZ596291A; AU2010239133A1; WO2010121296A1

Abstract

This invention relates to a cargo barrier for motor vehicles which is adapted to be mounted in or on a vehicle so as to separate either of an interior or exterior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a sheet of material having means integral thereto which are adapted to absorb energy imparted upon the barrier by cargo impacting there against. In one form the energy absorbing means is a locally weakened zone of the or each sheet. In one form, the weakened zone includes apertures in or through the or each sheet. A series of alternative aperture arrangements are disclosed. An associated method for forming a cargo barrier is also disclosed.

Description

CARGO BARRIER

FIELD OF THE INVENTION

This invention relates to a cargo barrier for motor vehicles (such as station wagons, vans, utes and the like) which, when mounted on or within the vehicle separate a cargo area of the vehicle from vehicle occupants, and against which any unrestrained loads can impact should the vehicle come to a sudden stop or suddenly decelerate.

PRIORITY

This patent application claims priority from:

- 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;

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

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

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

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

BACKGROUND

Cargo barriers of the above described type are well known to the applicant. The applicant's earlier filed Australian Patent No. 583738 entitled "Vehicle Safety Screen Fixing Means" discloses a safety screen assembly comprising a tubular metal peripheral frame to which is secured a heavy wire mesh infill panel, and a plurality of rearwardly extending rigid metal securing straps positioned one at or adjacent to each corner of the screen, with each of the straps having its forward end pivotally attached to a bracket connected to the safety screen frame and its rear end securable to an anchorage point fixed with respect to the vehicle body. A problem with the above described cargo barriers is that their fabrication is reasonably time and labour intensive, and these factors contribute to their cost.

The applicant has made a previous attempt to overcome this problem, and this is discussed in their earlier filed Australian Patent No. 688241 entitled "Luggage Cargo barrier", which discloses a safety screen for a motor vehicle comprising a unitary formed, yieldable panel of tough impact resistant thermoplastic material, where the body of the panel is capable of deforming by eversion when an impact load impacts there against, and in doing so absorb at least some of the energy imparted on the panel.

A problem with the energy absorbing techniques adopted in barriers 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 invention therefore to substantially ameliorate one or more of the above mentioned difficulties of the above described cargo barriers, or at least provide a cargo barrier that is a useful alternative to known cargo barriers.

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

In one aspect of this invention, there is proposed a cargo barrier for motor vehicles which is adapted to be mounted in or on a vehicle so as to separate an interior or exterior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a sheet of plastically deformable material having means integral thereto which are adapted to absorb energy imparted upon the barrier by cargo impacting there against.

In one form, the barrier is comprised of a single, unitary sheet of plastically deformable material.

Alternatively, the barrier is comprised of a plurality of sheets of plastically deformable material secured together.

In one form, the or each sheet of plastically deformable material is a sheet of metal. In one form, the barrier includes at least one, but more desirably a plurality of mounting points for mounting the barrier to the vehicle.

In one form, the energy absorbing means is a locally weakened zone which is adapted to plastically deform. Such a locally weakened zone may be located at or near one or more all (or all) of the mounting point or points for the barrier.

In one form, the or each locally weakened zone includes apertures, desirably slits or slots, in or through the sheet of metal.

In one form, in an alternative, the apertures are arranged into a pattern having a shape that is adapted to substantially match the peripheral shape of a test mass such as would be dropped upon a sample barrier in order to ensure the barriers compliance with a safety standard.

In one form, the or each locally weakened zone includes a pattern of slots, where all of the slots are substantially identical, and these slots are arranged in to at least three straight, evenly spaced, substantially parallel and identical row lines, where the slots of the first and third rows are aligned with each other but staggered or overlapping with respect to the second row line of slots.

In one form, the barrier comprises a first portion which extends transversely from side to side and from the roof to the floor of the vehicle, this first portion having top and bottom and side edges, the cargo barrier further comprising a second portion extending rearwardly from the top edge and a third portion extending rearwardly from the bottom edge. Optionally, the barrier may comprise one or the other of these second or third portions.

In one form, the locally weakened zones are located in these second and/or third portions of the barrier so that the pattern of slots extends across these from at or near one side edge of these to at or near the other side edge of these respective portions so as to substantially cover these second and third portions of the barrier.

In one form, the mounting tabs for the barrier extend from the second and third portions thereof in a direction substantially normal to the pattern of slots.

In one form, in an alternative, the or each locally weakened zone includes a pattern of slots which is spaced apart from and symmetrical about a pattern centre line, 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, this pattern is positioned near to a mounting point for the barrier.

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

In one form, the or each pattern of slots is directed such that each of the slots in the pattern is directed away from the mounting point nearest the pattern.

In one form, the angle of inclination of each of the slots relative to the pattern centre line is between 30 degrees and 60 degrees, and more preferably 45 degrees.

In one form, the slots furthest from the mounting point includes slot extensions that extend toward the pattern centre line and which are separated at the pattern centre line by a small tab.

In one form, the slot extensions are directed normal to the pattern centre line.

In one form, each of the slots in a pattern, with the exception of the slots furthest from the mounting point, is of substantially the same length.

In one form, each of the slots in a pattern, with the exception of the slots furthest from the mounting point, is spaced the same distance away from the centre line of the pattern.

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 barrier is cut from a blank (raw) sheet of material, such as by laser, plasma or water cutting for instance. Alternatively, the barrier may be punched from the blank sheet of material such as by turret punching for instance.

In one form, the barrier includes a further group of apertures there through which are sized and positioned so as to permit visibility through the barrier, where this further group of apertures is located in the first portion of the barrier.

In a further aspect, the invention may be said to include a cargo barrier for motor vehicles which is adapted to be mounted in a vehicle so as to separate an interior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a single, unitary lamina of metal defining zones of localised weakness therein which are adapted to plastically deform and thereby absorb energy imparted upon the barrier by cargo impacting there against. In a fUrther aspect, the invention may be said to include a cargo barrier for motor vehicles which is adapted to be mounted in a vehicle so as to separate an interior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a single, unitary lamina of material defining integral mounting points for mounting the barrier to the vehicle, and zones of localised weakness therein which are adapted to plastically deform and thereby absorb energy imparted upon the barrier by cargo impacting there against.

In a further aspect, the invention may be said to include a method of forming a vehicle cargo barrier of the type described above by cutting or punching this from an integral sheet of metal.

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 invention 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 invention 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 blank, from which an exemplary cargo barrier can be formed;

Figure 2 is a side view of an exemplary cargo barrier formed from the blank in Figure 1 ;

Figure 3 is a plan view of the cargo barrier in Figure 2;

Figure 4 is a plan view of a second (end) portion of the cargo barrier illustrated in Figures 1 through 3; Figure 5a is a plan view of the second portion of the cargo barrier illustrated in Figure 4, illustrating this second portion after the cargo barrier has had cargo impact against it;

Figure 5b is a detail view of a portion of the second portion of the cargo barrier illustrated in Figure 5a;

Figures 6a and 6b are front and rear perspective views respectively, of the exemplary cargo barrier;

Figure 7 is a plan view of a blank, from which a cargo barrier according to a further exemplary embodiment may be formed;

Figure 8 is a side view of an exemplary cargo barrier formed from the blank illustrated in Figure 7;

Figure 9 is a detail view of a pattern of slots through the barrier illustrated in Figures 7 and 8, where this pattern of slots has plastically deformed as a result of cargo impacting against the barrier;

Figure 10 is a plan view of a blank, from which a cargo barrier according to a further exemplary embodiment may be formed;

Figure 1 1 is a side view of an exemplary cargo barrier formed from the blank illustrated in Figure 10;

Figure 12 is a detail perspective view of a pattern of slots through the barrier illustrated in Figures 10 and 1 1 ;

Figure 13 is a detail view of the pattern of slots in Figure 12 post an impact against the barrier;

Figure 14 is a front view of a cargo barrier according to a further exemplary embodiment;

Figure 15 is a side view of the cargo barrier in Figure 14;

Figure 16 is a plan view of a blank of a first piece of the cargo barrier illustrated in Figures 14 and 15;

Figure 17 is a plan view of a blank of a second piece of the cargo barrier illustrated in Figures 14 and 15; and

Figure 18 is a side view of a cargo barrier 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 6b, where an exemplary embodiment of a cargo barrier 1 for motor vehicles is illustrated.

In this illustrative embodiment the cargo barrier 1 is a single, unitary lamina of 4mm thick 5083 aluminium. The blank 3 for the cargo barrier 1 , as illustrated in Figure 1 , is in this exemplary embodiment either cut or punched (such as by laser cutting or turret punching) from a single sheet of aluminium so as to have a size and peripheral shape that permits the barrier 1 to extend fully from one side of the vehicle to the other side and from the roof to the floor of the vehicle and thereby separate an interior cargo area of the vehicle from occupants of the vehicle. It will be apparent to those skilled in the relevant art however that a barrier according to the present invention may only need extend across part of a total area in order to effectively separate a cargo area from occupants; for example, in a utility (or pick up truck), the barrier may only need extend from the top of the tray or tub to the roof of the vehicle.

The cargo barrier may be painted (or anodised or galvanised in the case of ferrous materials) or otherwise provided with a sacrificial coating for the prevention of corrosion and/or to increase the visibility of the barrier.

Referring now to Figures 2, 6a and 6b, the barrier comprises a first portion 10, which is the portion that extends transversely from side to side and from the roof to the floor of the vehicle, this first portion 10 has top and bottom and. side edges. A second portion 12 of the barrier 1 is bent over along bend lines A so as to be extending rearwardly from the top edge of the first portion 10, and a third portion 14 is bent over along bend lines B so as to be extending rearwardly from the bottom edge of the first portion 10.

The cargo barrier's 1 mounting points are tabs 4 that extend rearwardly from the second 12 and third 14 portions of the barrier 1. Holes 6 are then drilled through these tabs 4 so that the barrier may be fastened to the vehicle's anchorage points via fasteners (e.g. bolts).

An advantage of this exemplary cargo barrier 1 then is that separate mounting brackets of the type required to mount the cargo barriers of the prior art are made obsolete.

It will be understood by a person skilled in the relevant art that for any given vehicle type, a barrier having a matching peripheral shape and mounting points will be required in order to ensure proper separation of the cargo area of the vehicle from the occupants.

The barrier 1 is locally weakened at a position near the barriers mounting points 4 via the incorporation of a specially designed pattern 20 of apertures located in the second 12 and third 14 portions of the barrier 1. The pattern 20 of apertures extends across both the second 12 and third 14 portions from at or near one side edge of these to at or near the other side edge of these respective portions so as to substantially cover these second 12 and third 14 portions of the barrier.

With reference to Figure 4, it can be seen that this specially designed pattern 20 is a pattern of slots 22 in which all of the slots 22 are of substantially equal length and width, and these slots are formed in a straight line 24, where the spacing 26 between the end of one slot and the end of the next slot in the line of slots is the same for all slots 22 in the pattern 20.

The pattern of slots 20 further comprises a second line (or row) 28 of slots 22 that is substantially identical to the first line 24 of slots 22, this second line 28 of slots being spaced apart from and substantially parallel to the first line 24 of slots 22 and staggered or overlapping with respect to the first line 24 of slots 22.

The pattern of slots 20 further comprises a third line 29 of slots 22 that is substantially identical to and parallel with the first 24 and second 28 lines of slots 22, this third line 29 of slots 22 being spaced apart from and substantially parallel to the second line 28 of slots 22 and staggered or overlapping with respect to the second line 28 of slots 22 and aligned with the first line 24 of slots 22.

The spacing between adjacent lines of slots 22 is substantially the same for all adjacent lines of slots.

The above described pattern is repeated until the pattern substantially covers both the second 12 and third 14 portions of the barrier such that the pattern 20 of slots 22 extends substantially normal to the mounting point tabs 4 extending from that portion.

In this illustrative embodiment, the slots 22 are 80mm long (although this length vary), and the gap between the end of one slot and the end of the next slot in a line is 12mm.

Referring now to Figures 5a and 5b, where it can be seen that under impact load the cargo barrier 1 will plastically deform preferentially in the zones locally weakened by slot patterns 20, resulting in these zones being deformed to a greater extent than the remainder of the barrier 1.

More specifically, the pattern 20 is, due to its positioning and orientation, placed in (at least) tension, and it reacts in the following ways:

• Some of the slots 22 in the pattern 20 open up so that the length L of at least some of the slots decreases and the width W of these slots increases;

• The strips 40 that separate these slots 22 stretch and twists; • At least some of the slots deform 22 until the aperture has the shape of a diamond, such as at positions 42 and portions of the slotted patterns resemble mesh.

It had been found that the stretching and twisting during impact results in the second (and third) portion of the barrier (shown in Figures 5a and 5b) deforming to a shape resembling "expanded grate" or "expanded mesh". It has been found that this deformation absorbs large amounts of energy with minimal displacement of the barrier in the direction of the vehicle cabin.

The cargo barrier 1 includes a further group of larger, generally rectangular apertures 30 there through which are so sized and positioned in the upper region of the barrier 1 so as to permit the driver of the vehicle in particular visibility through the barrier 1.

Referring now to Figures 7 through 9, where a further exemplary embodiment of a cargo barrier 100 and a blank 103 therefore is illustrated.

In this illustrative embodiment, the barrier 100 is locally weakened in an approximately central region 110 thereof via the incorporation of a pattern of apertures 120 having a shape that is adapted to substantially match the peripheral shape of a test mass as prescribed by Australian Standard AS4034. Such a test mass is dropped upon barrier samples in order to ensure the barriers compliance with the safety standard.

It will be apparent to a suitably skilled addressee that the pattern of apertures may be arranged to match a shape of a test mass as employed by any relevant standard.

The test mass prescribed by Australian Standard AS4034 has a base of generally rectangular shape and a raised central portion, which has a rectilinear shape which steps up from the base and defines a level parallel to but spaced apart from a level defined by the base of the test mass.

As such, the locally weakened zone includes a pattern 122 of slots 124 which is shaped so as to match the peripheral shape of the base of the test mass. Similar to the barrier 1 according to the first embodiment, all of the slots 124 are of substantially equal length and width, and these slots are formed in a line forming a loop or circuit where the spacing between the end of one slot 124 and the end of the next slot in the line of slots is the same for all slots in the pattern. The loop or circuit is generally rectangular.

The pattern 122 of slots 124 further comprises a second line of slots forming a second loop or circuit that is spaced apart from, inside of and substantially parallel to first loop or circuit formed by the first line of slots, where the slots 124 in this second loop are staggered or overlapping with respect to the first line of slots. The pattern 122 of slots 124 further comprises a third line of slots that is spaced apart from, inside of and substantially parallel to the second loop or circuit formed by the second line of slots 124 and staggered or overlapping with respect to the second line of slots and aligned with the first line of slots.

The spacing between adjacent lines of slots 124 is substantially the same for all adjacent lines of slots.

The weakened zone further includes a second pattern 126 of slots 124 defining a shape that substantially matches the shape and position of the raised central portion of the test mass. This second pattern 126 of slots 124 is comprised of a series of circuits of slots in the same way as the pattern of slots which is shaped so as to match the peripheral shape of the base of the test mass discussed above.

In this illustrative embodiment, the length of the slots is typically between 60 and 120mm, and the width of the slots is 4 to 5mm.

Referring now to Figure 9, where it can be seen that under impact load the cargo barrier 1 will plastically deform preferentially in the zones locally weakened by slot patterns 122 and 126, resulting in these zones being deformed to a greater extent than the remainder of the barrier 1.

More specifically, the zones of weakness are, due to their positioning and orientation, placed in (at least) tension, and so they react in the same way as the slots of the barrier 1 according to the first embodiment.

It had been found that the stretching and twisting during impact results in the zones of weakness deforming to a shape resembling "expanded grate" or "expanded mesh". It has been found that this deformation absorbs large amounts of energy with minimal displacement of the barrier in the direction of the vehicle cabin.

The barrier includes a further group of larger, generally rectangular apertures 30 there through which are so sized and positioned in the upper region of the barrier 1 so as to permit the driver of the vehicle in particular visibility through the barrier 1.

Referring now to Figures 10 through 18, where an exemplary embodiment of a cargo barrier 200 and a blank 203 therefore is illustrated.

The barrier 200 is locally weakened at a position near each of the barriers mounting tabs 4 via the incorporation of a specially designed pattern 210 of apertures there through.

Referring now to Figures 12 and 13, where it can be seen that this specially designed pattern 210 of apertures is a pattern of slots 212 which is spaced apart from and symmetrical about a pattern centre line CL so as to thereby define a central backbone 214 for the pattern 210. Each of the slots 212 on one side of the pattern centre line CL is substantially parallel to and spaced apart from each of the other slots 212 on that same side of the pattern centre line CL, and each of the slots 212 in the pattern 210 is at an angle relative to the pattern centre line CL. A series of ribs 216 are defined between these slots 212.

Each pattern 210 of slots 212 is directed such that each of the slots 212 in the pattern is directed away from the mounting tab 4 nearest the pattern 210.

The angle of inclination of each of the slots 212 relative to the pattern centre line CL is 45 degrees, and the slots 212a furthest from the mounting point 4 includes slot extensions 212b that extend toward and normal to the pattern centre line CL and which are separated at the pattern centre line by a small, narrow tab 218, which is wider at one end (preferably the end furthest from the nearest mounting point) than at the other.

Each of the slots 212 in a pattern, with the exception of the slots 212a furthest from the mounting tabs 4, is of substantially the same length and is spaced the same distance away from the centre line CL of the pattern 210.

The applicant generally refers to the above described pattern 210 of slots 212 as a 'fish bone' pattern.

In this illustrative embodiment, the slots 212 are 35mm long and between 4 and 5mm wide, the backbone 214 separating the to sets of slots 12 is 25mm thick, and the ribs 16 separating the slots are between 3 and 4 mm thick.

Referring now to Figure 13, where it can be seen that under impact load the cargo barrier 200 will plastically deform preferentially in the zones locally weakened by patterns 210 resulting in these zones being deformed to a greater extent than the remainder of the barrier 200.

More specifically, the pattern 210 is, due to its positioning and orientation, placed in (at least) tension (see lines of Force F), and it reacts in the following ways:

• The tab 218 breaks at its narrow end (so that tab 218 remains with the barrier and not the backbone of the pattern) permitting the slots 212 a and extensions 212b to open up significantly (out of the plane of the barrier);

• The backbone 214 is displaced out of the plane of the remainder of the barrier 200, the extent of this displacement being greatest at the end furthest from the mounting point 4, where the tab 218 has broken leaving the backbone 214 less constrained at this end; • The ribs 216 stretch and twist along their length, the extent of this stretching and twisting being greater the further the slot is from the nearest mounting point 4; and

• The reminder of the slots 212 open and kink along their length, the extent of this opening and kinking being greater the further the slot is from the nearest mounting point 4.

Whilst the slots 212a and extensions 212b open up significantly (out of the plane of the barrier) when tab 218 breaks, tab 218 still extend across the opening and so acts to ensure that the barrier will still pass the penetration test set out by Australian Standard AS4034, and thereby prevent objects from passing through the opening created by the breakage of tab 218.

Were the slots 212 directed in the opposite direction i.e. back toward the nearest mounting point, then this arrangement would not, under impact conditions, create the instability that causes the backbone 214 to kick out of the plane of the remainder of the barrier (as illustrated in Figure 4), which is an important failure mechanism of this pattern of slots.

It had been found that the stretching and twisting during impact results in the zones of weakness deforming out of the plane of the barrier, as described above. It has been found that this deformation absorbs large amounts of energy with minimal displacement of the barrier in the direction of the vehicle cabin.

The barrier includes a further group of larger, generally rectangular apertures 30 there through which are so sized and positioned in the upper region of the barrier 200 so as to permit the driver of the vehicle in particular visibility through the barrier 200.

Referring now to Figures 15 through 18, where a further exemplary embodiment of a cargo barrier 300 for motor vehicles is illustrated.

Cargo barrier 300 differs from barrier 200 in that it is comprised of a pair of sheets 302 and 304 of aluminium which are secured together by being bolted together (by bolts 306) through abutting flanges 308 and 310 that extend from one side of the barrier 300 to the other. These abutting flanges 308 and 310 create a rib that serves to stiffen and strengthen the barrier 300.

Referring now to Figure 18, where a further exemplary embodiment of a cargo barrier 400 for motor vehicles is illustrated.

Cargo barrier 400 is comprised of a pair of sheets 402 and 404 of aluminium which are secured together by being arranged so as to be overlapping, and which are then fastened together along a pair of spaced apart and parallel bolt lines 406 and 408. The overlapping portions of each of sheets 402 and 404 are bent so as to define and enclose a cavity there between and thereby form what is commonly referred to as a 'box section'. Such a 'box section' serves to stiffen and strengthen the barrier 400.

It will be understood that the term "comprise" and any of its derivatives (e.g. comprises, comprising) as used in this specification is to be taken to be inclusive of features to which it refers, and is not meant to exclude the presence of any additional features unless otherwise stated or implied. The reference to any prior art in this specification is not, and should not be taken as, an acknowledgement of any form of suggestion that such prior art forms part of the common general knowledge.

Although the invention 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 cargo barrier for motor vehicles which is adapted to be mounted in or on a vehicle so as to separate either of an interior or exterior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a sheet of material having means integral thereto which are adapted to absorb energy imparted upon the barrier by cargo impacting there against.

2. The cargo barrier of claim 1, wherein the barrier is comprised of a plurality of sheets of material secured together, at least one of the sheets comprising the means integral thereto which are adapted to absorb energy imparted upon the barrier by cargo impacting there against.

3. The cargo barrier as in any one of the preceding claims, wherein the or each sheet is a sheet of plastically deformable material.

4. The cargo barrier as in any one of the preceding claims, wherein the or each sheet of plastically deformable material is a sheet of metal.

5. The cargo barrier as in any one of the preceding claims, wherein the barrier includes a mounting point for mounting the barrier to the vehicle.

6. The cargo barrier as in any one of the preceding claims, wherein the energy absorbing means is a locally weakened zone of the or each sheet.

7. The cargo barrier of claim 6, wherein the weakened zone includes apertures in or through the or each sheet.

8. The cargo barrier of claim 7, wherein the apertures are slits or slots.

9. The cargo barrier of claim 8, wherein the apertures are slots arranged in to at least three straight, evenly spaced, substantially parallel and identical row lines, where the slots of the first and third rows are aligned with each other but staggered or overlapping with respect to the second row line of slots.

10. The cargo barrier of claim 9, wherein the apertures are arranged into a pattern having a shape that substantially matches the peripheral shape of a test mass such as would be dropped upon a sample barrier in order to ensure the barriers compliance with a safety standard.

1 1. The cargo barrier as in any of any one of claims 1 through 9, wherein the barrier comprises a first portion which extends transversely from side to side and from the roof to the floor of the vehicle, this first portion having top and bottom and side edges, the cargo barrier further comprising a further portion extending rearwardly from the or each of a top edge and a bottom edge of the first portion.

12. The cargo barrier as claim 1 1, wherein the locally weakened zone is located in at least one of the or each further portions.

13. The cargo barrier as claim 12, wherein that the pattern of slots extends across the or each further portion from at or near one side edge to at or near the other side edge of the or each further portion, so as to substantially cover these second and third portions of the barrier.

14. The cargo barrier as claim 13, wherein the mounting tabs for the barrier extend from the or each further portions thereof in a direction substantially normal to the pattern of slots.

15. The cargo barrier of claim 8, wherein the apertures are arranged into a pattern of slots which is spaced apart from and symmetrical about a pattern centre line, 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.

16. The cargo barrier of claim 15, wherein the pattern of slots defines a central backbone and a series of ribs.

17. The cargo barrier as in either of claims 15 or 16, wherein the or each pattern of slots is positioned near to a mounting point for the barrier.

18. The cargo barrier of claim 17, wherein the or each pattern of slots is directed such that each of the slots in the pattern is directed away from the mounting point nearest the pattern.

19. The cargo barrier as in any one of claims 15 through 18, wherein the angle of inclination of each of the slots relative to the pattern centre line is between 30 degrees and 60 degrees.

20. The cargo barrier of claim 19, wherein the angle of inclination of each of the slots relative to the pattern centre line is 45 degrees.

21. The cargo barrier as in any one of claims 15 through 20, wherein the slots furthest from the mounting point includes slot extensions that extend toward the pattern centre line and which are separated at the pattern centre line by a small tab.

22. The cargo barrier as in any one of claims 15 through 21, wherein the slot extensions are directed normal to the pattern centre line.

23. The cargo barrier as in any one of claims 15 through 22, wherein each of the slots in a pattern, with the exception of the slots furthest from the mounting point, is of substantially the same length.

24. The cargo barrier as in any one of claims 15 through 23, wherein each of the slots in a pattern, with the exception of the slots furthest from the mounting point, is spaced the same distance away from the centre line of the pattern.

25. The cargo barrier as in any one of the preceding claims, wherein the or each sheet of material is a sheet of aluminium.

26. The cargo barrier as in any one of the preceding claims, wherein the barrier includes a further group of apertures there through which are sized and positioned so as to permit visibility through the barrier.

27. A method of forming a vehicle cargo barrier as in any one of claims 1 through 26, the method including the step of cutting or punching a blank from an integral sheet of metal.

28. A cargo barrier for motor vehicles which is adapted to be mounted in or on a vehicle so as to separate either of an interior or exterior cargo area of the vehicle from occupants of the vehicle, the cargo barrier comprising a sheet of plastically deformable material having means integral thereto which are adapted to absorb energy imparted upon the barrier by cargo impacting there against, said energy absorbing means comprising a locally weakened zone, where the weakened zone includes one or more apertures in or through the sheet.