EP1799508A1

EP1799508A1 - Luggage restraint

Info

Publication number: EP1799508A1
Application number: EP04768796A
Authority: EP
Inventors: Brian Nissan Technical Centre Europe Ltd NEALE; Ann Nissan Technical Centre Europe Ltd MURPHY
Original assignee: Nissan Motor Manufacturing UK Ltd
Current assignee: Nissan Motor Manufacturing UK Ltd
Priority date: 2004-10-08
Filing date: 2004-10-08
Publication date: 2007-06-27
Also published as: WO2006037936A1

Abstract

A luggage restraint (20) for a vehicle consists of a flexible net or webbing (22) which is wound onto a spool (40). The spool (40) is spring-loaded and is adapted for location in or on the floor of the vehicle luggage compartment (14). The spool is rotatable to permit the net or webbing (22) to be unwound therefrom and extended from a first, non-use position towards a second, use position in which it may be used to secure luggage or other items within the luggage compartment. The free end of the net or webbing is adapted to engage with hooks or other securing means disposed about the vehicle luggage compartment so as to be retained in the second, use position.

Description

LUGGAGE RESTRAINT

The present invention relates to a luggage restraint and particularly, but not exclusively, to a luggage restraint system for a vehicle such as an automobile.

Many vehicles, particularly certain types of commercial goods vehicles and automobiles with open luggage areas, such as estate or wagon-type vehicles, are provided^' with, or have the facility for the fitment of, luggage restraint devices for securing or restraining luggage or other items therein. These devices can take a number of different forms.

For example, one form of luggage restraint comprises a framework of rigid members which is fixedly mounted between the floor of the vehicle luggage area and the roof, immediately aft of the rear seats. The framework has both vertical and horizontal members that, in use, act to prevent luggage from being thrown forwardly into the passenger compartment in the event of severe braking or an excessive decelerative manoeuvre such as a collision. The framework also prevents the ingress into the passenger cabin of any pets that are being transported in the luggage compartment, hence their frequently being referred to as "dog guards".

Such devices are subjected to rigorous testing and are frequently required to withstand over one ton of force applied thereto with minimum deformation. They are usually supplied as aftermarket attachments, rather than as an original equipment fit, and can be fitted without excessive difficulty by the owner of the vehicle. However, they are generally designed to remain as a permanent fixture in the vehicle once fitted and are thus difficult to remove.

This is a serious disadvantage since the devices are generally unsightly and perform no function when the luggage compartment is empty other than to partially obscure the drivers view through the vehicle's rear screen. A second form of luggage restraint is known as a cargo net. This device comprises a flexible, and frequently elasticated, netting or webbing which can be used to secure items stored in the luggage compartment. Hooks mounted to the interior trim panels and floor of the luggage compartment provide fixings for the netting which can be stretched over the luggage and secured to the hooks thereby to restrain movement of the luggage whilst the vehicle is in motion. The netting is usually stored in a storage compartment when not in use.

A disadvantage of this type of luggage restraint is that they generally cannot be used where the volume of luggage is high since they are unable to stretch sufficiently to pass over the luggage. In addition, they are detachable items which can be mislaid or become tangled and therefore unusable.

It has also been known to use cargo nets of the type described above in a generally vertical orientation so as to perform a similar function, in terms of preventing ingress into the passenger compartment of luggage held in the luggage compartment, as the first type of luggage restraint. In this event, the corners of the netting are attached to the roof and floor of the vehicle and pull cords are provided so that the netting can be manually tightened to increase the rigidity of the device.

Disadvantages of this form of restraint are that the netting is difficult and time consuming to fit, it is difficult to achieve the necessary rigidity in the netting through the pull cords and there is a requirement to provide storage for the netting when not in use.

It is an aim of the present invention to provide an improved luggage restraint apparatus. According to one aspect of the present invention, therefore, there is provided an apparatus for inhibiting movement of luggage in a luggage compartment of a vehicle, the apparatus comprising a flexible member having a first, free end and a second end attached to a spool adapted for location in or on the floor of the luggage compartment, wherein the spool is. rotatable-to permit the flexible member to be wound onto the spool towards a first, non-use position thereof and to be unwound from the spool towards a second, use position thereof.

In the first position, the flexible member may be substantially fully wound onto the spool. In the second position, the flexible member may be partially or fully unwound from the spool.

The flexible member may take the form of a netting or sheet which may be elasticated or non-elasticated.

The free end of the flexible member may be adapted to engage with one or more securing means thereby to maintain the flexible member in the second, use position.

The securing means may be located on or about the roof of the luggage compartment for maintaining of the flexible member in a substantially vertical orientation. Alternatively, or in addition, the securing means may be located on or about the side walls or floor of the luggage compartment, at a location spaced from the spool, for maintaining the flexible member in a substantially horizontal orientation.

Means may be provided for winding the flexible member onto the spool thereby to move it from the second, use position to the first, non-use position. Alternatively, or in addition, the spool may be spring-loaded or otherwise resiliently mounted such that when the free end of the flexible member is released from the securing means, it is automatically wound back onto the spool, thereby to adopt the first position.

Tensioning means may be provided to forcibly rotate the spool when the flexible member is in the second, use position and the free end thereof is engaged with the securing means thereby to cause tensioning in the flexible member. In addition, means may be provided for locking the flexible member in the tensioned state.

The tensioning means may comprise a winding handle arranged to cause rotation of the spindle and the locking means may comprise a ratchet and pull mechanism for retaining the apparatus in the tensed state.

Alternatively, or in addition, the winding means may comprise a motor, such as a high-torque electric motor or similar powered from the vehicle battery, operable on actuation of a switch.

The spool may be mounted on bearing members located on the floor of the luggage compartment or located with a recess disposed within the floor. In one embodiment, the apparatus is mounted within a self-contained module or cassette which is locatable on the floor of the luggage compartment or in a suitable recess formed therein. The apparatus or the module may be locatable in different positions on or in the floor of the luggage compartment so as to provide different functionality or modes.

For example, the apparatus may be mountable on the floor of the luggage compartment, or within a recess located therein, in a lateral direction (across the width of the vehicle) immediately to the rear of the rear passenger seats. Alternatively, or in addition, the apparatus may be mountable in a longitudinal direction down the centre line of the luggage compartment. Indeed, the apparatus may be mounted in any desired location within the luggage compartment.

The present invention will now be described, by way of example only, with reference to the accompanying drawings in which:

Figure 1 illustrates a first known form of luggage restraint;

Figure 2 illustrates, in side elevation, the luggage restraint of Figure 1 in situ;

Figure 3 illustrates a second form of luggage restraint in use;

Figure 4 illustrates a first form of apparatus according to the invention;

Figure 5 illustrates, in side elevation, the apparatus of Figure 4 in a first, non- use position;

Figure 6 illustrates the apparatus of Figure 4 in the second, use position in a vertical orientation;

Figure 7 illustrates the apparatus of Figure 5 in the second, use position in a horizontal orientation;

Figure 8 illustrates tensioning means for use with the apparatus of Figure 4;

Figure 9 illustrates a module or cartridge including the apparatus according to the invention;

Figure 10 illustrates, in plan view, the module of Figure 9 in situ,' and Figures 11a - lie illustrate location of the module of Figure 9 within the luggage compartment of a vehicle.

Referring to Figure 1, a known form of luggage retention apparatus is shown generally at 10. The apparatus 10, also known as "dog guard", and comprises a framework of interconnected horizontal and vertical frame members or bars 12. The bars 12 are generally rigid and are formed from a suitable material such as metal or plastics. The bars 12 are spaced such that the spaces therebetween are small enough to prevent most items of luggage from passing through the framework whilst being sufficiently large to avoid severe restriction of visibility therethrough.

As illustrated in Figure 2, the framework 10 is arranged to be mounted within the luggage compartment 14 of a vehicle in a lateral direction, i.e. in a direction extending across the width of the vehicle, and in a generally vertical orientation. The framework 10 is positioned immediately behind the rear seats 16 of the vehicle and is rigidly mounted to the floor, the roof and,/or the side walls of the luggage compartment 14 so as to form a generally rigid and secure barrier between the luggage compartment 14 and the passenger cabin 15 of the vehicle.

In use, the framework 10 acts as a barrier between the luggage compartment 14 and the passenger cabin 15 so that during, for example, extreme decelerative manoeuvres such as severe braking or collisions, items stored in the luggage area 14 cannot be propelled into the passenger cabin 15 where they may cause injury to the occupants. In addition, such frameworks are frequently used to prevent the ingress of pets, especially dogs, into the passenger compartment 15 from the luggage compartment 14.

The fixings mounting the framework 10 to the floor, roof and/or sidewalls of the luggage compartment are such that, whilst the framework can be detached and removed from the vehicle if desired, this operation is time consuming and complex. In general, therefore, the framework is intended to remain fixed in position once installed. However, this is a disadvantage since the framework is generally unsightly and can significantly restrict visibility through the rear screen of the vehicle.

Referring now to Figure 3, this illustrates, in side elevation, a second form of luggage restraint, known as a cargo net. This device, shown generally at 20 comprises a flexible netting or webbing 22, formed from string, rope, nylon or , any other suitable flexible material, which can be positioned over items of luggage 24 carried in the luggage compartment 14 of the vehicle in order to restrain their movement. The netting 22 is provided with a respective retainer 23, such as a tie or a loop, connected each corner thereof for engagement with appropriate fixings 25 disposed on or about the sidewalls or floor of the luggage compartment 14.

In use, the cargo net 20 is laid over the luggage 24 in the luggage compartment 14 and the retainers 23 are engaged with the fixings 25 to hold the netting 22 in position over the luggage 24, thereby to retain the luggage and to restrict its movement within the luggage compartment.

Cargo nets are generally provided as separate and discrete items which require storage when not in use and, owing to their inherent flexibility, are prone to becoming tangled and thus unusable.

Referring now to Figures 4 and 5, these illustrate a preferred form of apparatus according to the invention. The apparatus, referred to generally at reference numeral 30, comprises a flexible member in the form of a netting or webbing 32. For convenience, the term "webbing" will be used hereinafter to refer to the flexible member 32. No limitation whatsoever is implied by the use of the term "webbing" which may take any suitable form as described below. In the illustrated embodiment, the webbing 32 is formed from a series of elongate straps 34 which are interconnected in a grid-like manner.

The length, width and thickness of each strap may be selected as desired. For example, in one embodiment, the vertical straps each have a length of approximately 3m and the horizontal straps have a length of approximately Im.

Each strap 34 may be formed of any suitable material but preferably is constructed from a material which has a relatively high tensile strength. In the illustrated embodiment, for example, a canvas-type material is employed and each strap has a width of approximately 0.03m and a thickness of approximately 0.002m. Alternatively, nylon or a high tensile PVC or plastics material may be used.

The spacing between the horizontal and vertical straps may be selected as desired but it is preferable to ensure that the gaps present between the straps are sufficiently small to allow only relatively small objects from passing therethrough. In one embodiment, the gaps between the straps are sufficiently small to prevent animals, such as dogs, which may be carried in the luggage compartment, from putting their heads through.

The webbing 32 is elongate, having a length which is greater than its width, for reasons which are described below. One end of the webbing 32, hereafter termed the free end, is attached to a rigid member in the form of a bar 36 which extends across the full width of the webbing. The bar 36 extends through loops formed in the ends of the vertical straps and is prevented from sliding out of the loops by means of enlarged-diameter collars 38 disposed at each end of the bar 36.

The other end of the webbing 32, hereafter termed the fixed end, is fixedly connected to a spool in the form of a cylindrical bar 40. As illustrated in Figure 5, in use the bar 40 is disposed in a generally horizontal attitude in or on the floor 13 of the luggage compartment 14 of the vehicle, extending laterally across the width of the luggage compartment. The width of the bar 40, and hence that of the webbing 32, is therefore sized to fit across substantially the full width of the luggage compartment 14.

The bar 40 is mounted in such a way that it is rotatable about its longitudinal axis in both clockwise and anti-clockwise directions. This may be achieved by mounting the rod 40 in . bearings (not shown) at either end thereof, in the manner of a conventional roller blind. Rotation of the spool 40 in a first direction (anti-clockwise as represented in the drawing) causes the webbing 32 to be wound onto the spool 40 and thereby retracted to a first, non-use position as illustrated in Figure 5. On the other hand, rotation in a second direction (clockwise as represented in the drawing) causes the webbing 32 to be unwound from the spool and extended towards a second, use position, as described below.

Rotation in this direction may be achieved by providing a spring-biasing mechanism (not shown) on the bar 40 such that it is caused to retract automatically towards the first position absent any significant resistance. Again, this spring biasing action is similar to that exhibited by conventional roller blinds and will be well understood by those skilled in the art.

Referring now to Figure 6, the apparatus 30 is illustrated in a second, use position for a first mode of operation. In this mode, the webbing 32 is withdrawn or unwound from the spool 40 by the user and extended in a substantially vertical direction, generally parallel to the back of the rear seats 16. The bar 36 is arranged to engage in suitable fixings 42 provided in or about the roof structure of the vehicle. Such fixings may, for example, be provided by holes or sockets located within the roof side rails of the vehicle or by other suitable fixings located in a structural member of the vehicle. In the first mode, the webbing 32 is extended in a generally vertical direction, thereby providing a barrier between the luggage compartment 14 and the passenger cabin 15 of the vehicle, in a similar principle to the dog guard as illustrated in Figure 1. The webbing 32 is retained in the second position, against the action of the spring-biasing mechanism within the spool 40 by the engagement of the bar 36, disposed at the free end of the flexible member, in the fixings 42.

To return the apparatus 30 to the first, non-use position, the user simply detaches or disengages the bar 36 from the fixings 42 and the force of the spring-biasing mechanism causes the spool 40 to rotate in the first, anti¬ clockwise direction thereby to wind the webbing 32 back onto the spool until it is retracted to the first position as shown in Figure 5.

Referring to Figure 7, the apparatus 30 is shown in the second, use position for a second mode of operation. In this mode, the apparatus 30 acts as a cargo net, similar to that illustrated in Figure 3. Here, instead of extending in a generally vertical direction as in the first mode, the webbing 32 is withdrawn or unwound from the spool 40 by the user, against the biasing action of the spring mechanism, and extended in a substantially horizontal direction, generally parallel to the floor 13 of the luggage compartment 14.

The webbing 32 is extended towards the rear of the vehicle, i.e. over the floor of the luggage compartment 14, over any luggage 24 located in therein. To retain the webbing 32 in the second position against the retracting action of the spring-biasing mechanism, the bar 36 disposed at the free end of the webbing 32 is engaged in a different set of fixings 44 located on or about the floor of the luggage compartment adjacent the entrance thereto. It will be appreciated that the length of the webbing must be sufficient to reach to the back of the luggage compartment 14, over any luggage carried therein. For example, a length of 3m is considered sufficient although a shorter length may also be adequate. It will further be appreciated that since the height of the luggage compartment 14 is usually less than Lm, the full length of the webbing 32 is not required in the first mode and the webbing in this mode need only be extended to approximately one third of its length.

To move the webbing 32 back to the first, non-use position, the user simply detaches the bar 36 from the second set of fixings 44 and the retracting action of the spring-biasing mechanism causes the spool 40 to rotate in the first, anti¬ clockwise direction thereby to wind the webbing 32 back onto the spool 40 until it is retracted to the first position as shown in Figure 5.

In each mode, the extending and retracting movement of the apparatus is substantially identical in principle to that of a conventional roller blind.

It can be seen that the invention provides a luggage retention apparatus capable of operating in two distinct modes. In a first mode, the apparatus is extended to act as a vertical luggage restraint or dog guard either to prevent luggage from being thrown into the passenger cabin from the luggage compartment in the event of an excessive decelerative manoeuvre, such as severe breaking or a collision, or to prevent ingress of a dog or other pet into the passenger cabin from the luggage compartment.

In a second mode of operation, the apparatus can be extended to act as a conventional cargo net thereby to retain, luggage within the luggage compartment and to prevent it from moving about significantly. In both modes, the apparatus can easily be returned to its first, non-use position under the retractive force of the spring-biasing mechanism. It will be appreciated that various modifications or improvements could be made to the apparatus of the invention. For example, in some instances, it may be desirable to ensure that the flexible member is highly taut when in the second position. This is particularly the case in the fiist mode of operation since the load exerted on the webbing 32 by objects thrown forward during, for example, a collision can be in excess of several tons. In such circumstances, the retractive action of the spring biasing mechanism may b& insufficient to prevent further extension of the webbing 32 from the spool 4-0 by the force of the projected object. This could effectively allow ingress of the object into the passenger cabin 15 potentially causing injury to passengers.

Indeed, it is a legal requirement that luggage guards/dog guards must be capable of withstanding at least one ton of force applied thereto with minimal deflection. Testing of such luggage guards usually involves the projection of a ten kilogram object into the guard at an acceleration of 2Og, thereby applying approximately two thousand Newtons of Force thereto. The guard is required to permit less than 0.015m intrusion of the object into the passenger compartment.

In one embodiment, therefore, the apparatus is provided with tensioning means arranged to generate significant tension in the webbing 32 and to lock the spool 40 in position to ensure such tension is retained. One form of tensioning mechanism for providing this function is shown in Figure 8.

Figure 8 illustrates, in side elevation, one end of the spool 40 and a tensioning mechanism for creating tension in the webbing 32 when the apparatus is in the second position. The tensioning mechanism, shown generally at 50, includes a ratchet mechanism comprising a ratchet gear 52 fixedly mounted to the bar 40 for rotation therewith. A follower or pawl 54 is selectively engageable with the ratchet gear 52 in a conventional manner so as to permit rotation of the spool 40 in one direction but to hinder or substantially prevent rotation in the opposite direction. Disengaging of the pawl 54 from the ratchet gear 52 allows rotational movement of the spool 40 in both directions.

A first bevel or mitre gear 56 is also fixedly mounted to the bar 40 for rotation therewith. The first bevel gear 56 meshes or engages with a second ^"bevel or, mitre gear 58 arranged for rotation about an axis which is substantially perpendicular to that of the first mitre gear 56. For example, the second mitre gear 58 may be arranged for rotation about a vertically orientated shaft 59 which is mounted in a fixed part of the luggage compartment, sucli as the luggage compartment floor. A handle 60 is mounted to the shaft 59 for manual rotation of the shaft 59 and thus the second mitre gear 58.

In use, the pawl 54 is manually disengaged from the ratchet gear 52 by the user. The webbing 32 can then be withdrawn from the spool 40 and extended to the second position, as described above. As before, the bar 36 at the free end of the flexible member is engaged in the fixings 42 and retained there against the retractive force of the spring-biasing mechanism. In order to create tension in the webbing 32, the user engages the pawl 54 with the ratchet gear 52. Engagement of the pawl 54 with the ratchet gear has the effect of permitting rotation of the spool 40 in an anti-clockwise direction but preventing rotation in a clockwise direction so that further extension of the webbing 32 is hindered or substantially prevented.

Next, the user winds or rotates the handle 60 in an anti-clockwise direction (as shown in the drawings) which causes corresponding rotation of the shaft 59 and hence the second mitre gear 58. The driving engagement of the second mitre gear 58 with the first mitre gear 56, causes rotation of the first mitre gear 56, and hence the spool 40, in an anti-clockwise direction, this being permitted by the ratchet mechanism. However, the bar 36 at the free end of the webbing 32, in engagement with the fixings 42, prevents the webbing 32 from being wound back onto the spool 40. Instead, this forced winding action generates tension in the webbing 32.

The engagement of the pawl 54 with the ratchet gear 52 prevents rotation of the spool 40 in a clockwise direction so that on release of the handle 60, the tension in the webbing 32 is not released. In other words, the tension in the webbing 32 can be increased by the user winding the handle in an anti-clockwise direction and the ratchet mechanism then ensures that the tension is not reduced or lost by hindering or substantially preventing the rotation of the spool 40 in a clockwise direction.

In order to return the apparatus to its first, non-use position, the user manually disengages the pawl 54 from the ratchet gear 52 such that spool 40 is generally free to rotate in either direction, notwithstanding the retractive force of the spring-biasing mechanism. The tension in the webbing 32 is thus significantly reduced such that the user is able to disengage the bar 36 at the free end of the flexible member 32 from the fixings 42. Thereafter, on release of the webbing 32 by the user, the retractive action of the spring-biasing mechanism causes the webbing 32 to be drawn or retracted back onto the spool 40 such that it adopts the first position shown in Figure 5.

It will be appreciated that, where the tensioning mechanism 50 is provided, it can be used to cause tension in the flexible member in both the first mode, and if needed, in the second mode. In the first mode, in particular, the tension created in the webbing 32 ensures that objects carried in the luggage compartment are prevented from being thrown into the passenger compartment in the event of a collision or severe braking manoeuvre and that minimum deformation of the webbing occurs.

The tensioning mechanism 50 can be any suitable mechanism including, for example, a high-torque electric motor. In this embodiment (not shown) it is envisaged that the motor may be connected to drive the bar of the spool 40 and may be provided with a clutch arrangement for selectively decoupling the motor therefrom. The motor may be activated by means of an actuating switch which selectively connects the motor to a power supply, such as the vehicle battery. On actuation of the switch, the motor is coupled to the bar 40 by. the clutch arrangement and drives the spool 40 in the anti-clockwise direction so as to create the tension in the webbing 32 as described above.

It is also envisaged that a ratchet mechanism, for example similar to that illustrated in Figure 8, may be required to ensure that the tension in the webbing created by the motor is retained even when the force of a forwardly projected object is applied thereto. Operation of the ratchet mechanism may be as described with reference to the mechanism 50 in Figure 8.

In one embodiment (not shown) the spring biasing mechanism takes the form of a retracting mechanism similar or identical to that employed by conventional automobile safety belts. In addition, the an Emergency Locking Retractor (ELR) or an Automatic Emergency Locking Retractor (A/ELR) may be employed as an alternative or an addition to the ratchet mechanism 50 to prevent extension of the webbing from the spool 40 when a load is applied thereto. Such ELR and A/ELR devices will be well understood by those skilled in the art and are not described in detail herein.

It will be appreciated that, whilst the location of the spool 40 exemplified in the drawings, being in or on the floor of the luggage compartment 14 and immediately to the rear of the rear seats 16, allows the use of the apparatus in the two modes described, the locating of the apparatus in this position may present some difficulties in ease of operation. In particular, it will be apparent that once luggage 24 has been positioned in the luggage compartment 14, it may not be possible for the user to reach over the luggage to grasp the bar 36 at the free end of the webbing 32 in order to pull it towards the second position. To reduce or alleviate this problem, therefore, locating means, in the form of one or more hooks 62, may be provided on the rear face of the rear seats 16 for engagement with the bar 36 at the free end of the webbing 32. In use, instead of the webbing 32 being retracted back to the first position shown in Figure 5, it can be retracted back to an intermediate position wherein the bar 36 is engaged and retained by the hooks 62. The hooks 62 are positioned at a height on the rear of the rear seats 16 whereby it is easier for the user to reach over the luggage 24 in the luggage compartment 14 to grasp the bar 36 and thereby extend the webbing 32 to the second position.

This arrangement does not, of course, prevent the webbing 32 from being retracted fully to the first position as shown in Figure 5 and does not, therefore, present any difficulties in the event that the rear seats 16 are required to be folded forward or removed from the vehicle.

Although the apparatus is described as being oriented in a direction laterally across the vehicle, it may also be oriented generally longitudinally along a fore/aft centre line of the luggage compartment 14. In this case (not shown), the webbing 32 can be extended to the second position in a generally vertical orientation in order to provide two separate left/right sections of the luggage compartment 14. Clearly, appropriate fixings would be required in or on the roof of the luggage compartment and at the front and rear thereof for securing the bar 36 to retain the webbing 32 in the second position.

In order to permit such a third mode of operation, the spool 40 must be detachable from the lateral position and locatable in the longitudinal position. Whilst suitable mountings and bearings can be provided for both lateral and longitudinal use, it is envisaged that an advantageous embodiment may see the spool being rotatably mounted in a self-contained cartridge or module (shown in Figure 9) which is itself mountable within a recess or channel disposed in the floor of the luggage compartment 14 in either a lateral or longitudinal orientation.

The cartridge takes the form of an elongate box 70 within which the spool 40 is mounted. A slot 72 is disposed in an upper surface of the box 70, extending substantially from one end thereof to the other, through which the webbing 32 extends.

The cartridge 70 includes the tensioning mechanism 50 and, where this comprises an electric motor, may be provided with electrical connection means (not shown) for engagement with corresponding connection means located in the recess 80 or on the floor 13 of the luggage compartment 14, as the case maybe, for connecting the motor to the vehicle battery.

In use, the cartridge 70 may be located within a recess or channel 80 disposed in the floor 13 of the luggage compartment 14 (Figure 10). A region of the channel 80 adjacent one end thereof is covered by a plate 82 having an open- ended slot 84 formed therein.

The other end of the channel 80 is provided with locking means in the form of a clamp 84. The clamp 84 is disposed within the channel 80 and is pivotally mounted to the side walls thereof for rotation about an axis substantially perpendicular to the longitudinal axis of the channel.

The clamp 84 consists of a box-shaped body portion 86, having open front and bottom faces, and a handle portion 88 which extends from, and parallel to, an upper face of the body portion 86. The point about which the clamp 84 pivots is offset from the central axis of the body portion 86, being closer to the open front face thereof. The rotation of the clamp 84 is thus eccentric. Referring to Figures 11a to lie, these illustrate the fitting of the cartridge 70 into the channel 80. Firstly, the clamp 84 is pivoted through approximately 90° by the user until the handle 88 is pointing substantially vertically and the open front face of the body portion 86 is uppermost. The cartridge 70 is then inserted into the channel 80 such that one end thereof is located under the plate 82 and the clamp 84 is rotated back over the cartridge 70 until the handle 88 is pointing substantially horizontally and parallel to the seated cartridge.

In this latter position of the clamp 84, the cartridge 70 extends into the body portion 86 past the pivot point thereof in a so-called "over-centre" arrangement. The cartridge 70 therefore cannot be pulled out of the channel 80 without rotation of the clamp 84, even when tension is created in the webbing 32 or a force is applied thereto, for example by an object thrown forwardly from the luggage compartment 14.

As described above, the apparatus or, as the case may be, the cartridge, maybe mounted directly on the floor of the luggage compartment or, alternatively, in a suitable recess formed therein. Clearly, where a recess is provided, the apparatus can be mounted therein to provide a flush floor to the luggage area. However, in any event the apparatus or the cartridge must be mounted to the luggage floor sufficiently strongly to prevent the apparatus or cartridge from detaching from the luggage floor when a severe load is applied to the webbing 32. Appropriate fixing means must therefore be provided.

It will be appreciated that the webbing can take any suitable form including netting as described above or, indeed, a mesh or sheeting. The material used to form the webbing can be selected as desired but is preferably capable of withstanding high tensile loads whilst being sufficiently thin to ensure that, when the webbing is fully retracted or wound onto the spool 40, it is not of excessive diameter. For example, canvas, nylon, or a plastics based material can be used or any other material which possesses suitable mechanical properties.

The bar 36 maybe made of tubular steel or aluminium or from a plastics or nylon material but must.be sufficiently strong to withstand significant buckling when an object is thrown against it.

The tensioning mechanism need not be exactly as described and any suitable mechanism which allows tension to be created and maintained in the webbing may be used. It is envisaged that the use of a retracting mechanism similar to that employed on conventional automobile safety belts may be advantageous

Claims

CLAIMS:

1. An apparatus for inhibiting movement of luggage in a luggage compartment of a vehicle, the apparatus comprising a flexible member having a first, free end and a second end- attached to a spool adapted for -location in or on the floor of the luggage compartment, wherein the spool is rotatable to permit the flexible member to be wound onto the spool towards a first, non-use position thereof and to be unwound from the spool towards a second, use position thereof.

2. An apparatus as claimed in claim 1 wherein in the first position, the flexible member is substantially fully wound onto the spool.

3. An apparatus as claimed in claim 1 or claim 2 wherein in the second position, the flexible member is partially or fully unwound from the spool.

4. An apparatus as claimed in any preceding claim wherein the flexible member comprises a netting, webbing, sheet or membrane.

5. An apparatus as claimed in claim 4 wherein the flexible member is elasticated.

6. An apparatus as claimed in any preceding claim wherein the first, free end of the flexible member is adapted to engage with one or more securing means thereby to maintain the flexible member in the second, use position.

7. An apparatus as claimed in claim 6 wherein a first set of securing means is located on or about the roof side rails of the luggage compartment for maintaining the flexible member in a substantially vertical orientation.

8. An apparatus as claimed in claim 6 or claim 7 wherein a second set of securing is located on or about the side walls or floor of the luggage compartment, at a location spaced from the spool, for maintaining the flexible member in a substantially horizontal orientation.

9. An apparatus as claimed in any preceding claim further comprising winding means for retracting or winding the flexible member onto the spool thereby to move it from the second, use position to the first, non-use position.

10. An apparatus as claimed in claim 9 wherein the spool is spring-loaded or otherwise resiliently mounted such that the flexible member is biased towards the first, non-use position.

11. An apparatus as claimed in any preceding claim further comprising tensioning means for forcibly rotating the spool when the flexible member is in the second, use position and the free end thereof is engaged with the securing means thereby to cause tensioning in the flexible member.

12. An apparatus as claimed in claim 11 further comprising locking means for locking the flexible member in the tensioned state.

13. An apparatus as claimed in claim 11 or claim 12 wherein the tensioning means comprises a winding handle arranged to cause rotation of the spindle.

14. An apparatus as claimed in claim 13 wherein the locking means comprises a ratchet and pawl mechanism.

15. An apparatus as claimed in claim 12 wherein the winding means comprises a motor, such as a high-torque electric motor or similar, powered from the vehicle battery.

16. An apparatus as claimed in claim 15 wherein the motor is operable on actuation of a switch.

17. An apparatus as claimed in any preceding claim wherein the spool is mounted within a. module or cassette which is adapted for -location -within the luggage compartment of the vehicle.

18. An apparatus as claimed in claim 17 wherein the cassette is mountable within a recess formed in the floor of the luggage compartment.

19. An apparatus as claimed in claim 18 further comprising retaining means for retaining the cassette in the recess.

20. An apparatus as claimed in any preceding claim wherein the spool or cassette is adapted for location in a plurality of positions within the luggage compartment of the vehicle.