GB2577331A - Apparatus for flexible division of interior space - Google Patents

Abstract

Apparatus for variably partitioning a fixed volume of internal space between two compartments, each differently internally equipped for a specific purpose. The apparatus comprises one or more telescopic sections 405, 406 which can extend to a variable degree within a fixed outer surface 401 enclosing at least the fixed volume. The internal space may be within the body of a vehicle, such as for transporting horses, goods or bicycles. The internal space may instead be a shipping container or a room within a building. A partition between horse stalls may be foldable such that it can be shortened to be stowed across the horsebox. A portion of an end wall of a telescopic section may open to provide access to a further portion of the volume. A brush or plate may be fixed to a telescopic section so as to push material (such as straw or faeces) into a define space as it moves.

Description

Apparatus for Flexible Division of Interior Space This invention relates to a means of rapidly and flexibly altering the proportion of a given interior space that is available and equipped for at least short-term habitation.

Background

Horse owners who travel with their horses often stay away overnight. Horseboxes therefore often include some living accommodation. This "living area" is typically fitted out with space-saving fixtures and fittings designed for mobile homes, campervans and caravans such as beds, cooking hob, sink, table, fridge etc. See, for example, patent FR2510958B1.

The inescapably large compartment in which the horse(s) travel dramatically reduces the space available for such living space in any given vehicle length. To provide similar space to a dedicated campervan, a two horse capacity horsebox needs to be around 3m longer than a pure campervan would be. This adds weight to the build, reducing the permissible payload (often unacceptably), forcing the use of a larger, heavier, more expensive and less fuel efficient vehicle, that is harder to drive, park and manoeuvre.

On arrival at one's destination, the horses are (almost invariably) off-loaded and stabled or corralled outside the horsebox. This is when living accommodation is required yet there is a large, roughly cuboid space of, typically, 2m x 2m x 3m left empty where the horses stood on the journey.

There is therefore an uncomfortable trade-off between the desire for as much living space as possible and the need to have a longer, heavier and more expensive vehicle.

Horsebox construction is slow and expensive -using traditional coach-building techniques working on the chassis, often for several months. The quality, safety and useful lifetime is extremely variable -much depending on the skill (or lack thereof) of the individual craftsmen building it.

Often, a second-hand chassis is used and problem with the chassis/engine can result in wasted effort and expense if living accommodation has been added.

Other dual-purpose vehicles such as those used by enthusiasts to transport motor-bikes can also benefit from the invention. The same problem exists for anyone that occasionally needs a general goods van and a campervan -or just a campervan capable of carrying the fanny's bicycles. In fact, any vehicle with a large volume permanently dedicated to one purpose but not always fully used for that purpose -whether in transit and/or at either end of a journey -can benefit from this invention.

In the general case, any enclosed volume that is not suitable for habitation but is not always fully used for its intended purpose can benefit. For example, shipping containers can be repurposed as temporary living accommodation on arrival at their destination. In the case of disaster relief, containers carrying supplies could be utilised as living accommodation and, when more permanent structures have been built, the living accommodation transferred into these.

Statement of Invention

The present invention allows a variable proportion of a substantially enclosed space to be used for living accommodation when not being fully used for its primary intended purpose. For example, the space in which horse(s) travel in a horsebox can be temporarily repurposed when there are no horses in it by optionally and reversibly extending the living accommodation into it. This provides greatly increased living space within a fixed enclosed volume that is designed and equipped for an alternative purpose.

Continuing the example of a horse-box: when horses are not accompanying the passengers, the living accommodation can be extended throughout the journey -making the vehicle a very close approximation of a dedicated campervan. This provides the owner with both a horsebox and campervan whenever either of such (often very expensive) vehicles is required.

A further benefit of the invention is that much of the complexity of the construction can be carried out in a factory and the modular sub-assemblies quickly and easily fitted into a much simpler horsebox "shell". They can also be removed and re-installed in another outer shell. This makes the invention suitable for a wide range of vehicle types as well as for use in temporary accommodation such as shipping containers -especially in disaster relief operations where it can then be transferred to permanent buildings, preserving the investment in internal fittings. A single container could contain pre-fabricated kitchen/toilet/living modules for several families-with the cupboards already stocked.

Introduction to the Drawings

Figure 1 shows an examples of the outer (larger) module that forms part of a telescopic assembly. This layer just fits inside the vehicle's outer shell.

Figure 2 shows an example of the inner (smaller) module that forms the innermost section of the telescopic assembly. It therefore slides into the inner faces of an outer shell such as that of Figure 1. This example is designed to allow the space into which it extends to be used as a horsebox.

Figure 3 shows the inner telescopic module of Figure 2 again, but with sub-assemblies moved into the positions they take when the telescopic sections are extended -providing additional living space at the expense of horse carrying space.

Figure 4 shows the outer telescopic module (405) of Figure 1 and inner telescopic module (406) of Figure 2 fitted into a horsebox. In this position, the telescopic sections are fully retracted -providing space for two horses to be carried with minimal living accommodation.

Figure 5 shows the same horsebox with the telescopic sections fully extended (minimum overlap). Thus the living accommodation is extended -utilising the otherwise wasted volume of the horse compartment as additional living space.

Detail of the Invention Horseboxes with integral living accommodation typically have this abutting one or other end of the space in which the horses are carried. Said space (hereafter the, "horse bay") is typically a cuboid. For two horses, this is usually around 2.3m high, 2m wide and 2.8m long.

Heavy, rigid (but moveable) barriers typically divide the area into two or more "stalls", each of which holds one horse/pony.

The invention provides for an expanding living compartment (hereafter "living module") adjacent to the horse bay. In this example, the living module consists of two concentric telescopic sections that fit inside each other to varying degrees. When there are no horses present, the telescopic section(s) can be expanded into the void where the horses travel, thus increasing the interior volume of the living space.

It will be appreciated that there are alternative means of utilising the space. For example, panels could fold down from the walls; a slide-out floor section could be pulled over the floor etc. In all cases, the goal is to reversibly cover the (usually messy) floor and walls. It is reasonable to expect the user to sweep out the bulk of any straw and faeces but the interior surfaces of the horse bay are unlikely to be acceptable within the living accommodation.

The invention also allows for more efficient and much quicker construction of a horsebox as most of the elements of the living accommodation can be factory-built and simply slotted into a chassis with the requisite dimensions and fixing points. Typically, the telescopic shells would be provided with fork-lift slots allowing the entire assembly to be slid into the horsebox via the (typically) 2m x 2.3m hole in the side or end which the ramp covers when raised. Fitting the assembly through this opening before attaching the ramp allows a fork-lift truck to slot the entire assembly into body very easily.

The invention also allows for living modules to be easily transferred from one chassis to another-thus allowing investment in the module to be preserved from one vehicle chassis to the next; for it to be swapped out for an alternative living module with different features as required and for a range of options to be produced in a central facility then shipped to individual vehicle manufacturers. Alternatively, manufactures may drive partially constructed vehicles to a factory producing the living modules for them to be fitted there.

The following description is of a long (but not "extremely long") light goods vehicle with a 4.8m body length behind the cab. This is a common size for "small" horseboxes but normally results in only 2m of living accommodation. This example uses a 2.1m width shell.

Obviously, different lengths and widths (though the latter rarely more than 2.4m in the United Kingdom) can be used. The underlying chassis simply needs to provide a flat-bed of the appropriate length and be able to carry the resultant weight of the horsebox plus a payload of typically 1500 kg or more for a two horse box. This is normally achieved with 6 or 7 tonne capacity chassis at this size.

Expanding side sections have become commonplace in many mobile homes/caravans, especially in the United States. These typically only protrude a fraction of a meter, however, as they intrude into the interior space when stowed and need to be strong enough to support their own weight plus the occupants when cantilevered out of the side of the vehicle.

By extending one or more concentric telescopic sections length-ways inside the vehicle, into the horse bay the living module overcomes both of these disadvantages. Even when fully retracted, the innermost module is still fully usable. There is simply a slight reduction in width and height and a step in the floor at the edge of it.

When extended, the sections can be supported on runners and rails built into the floor and/or sides of the horse bay rather than having to be self-supporting with cantilever brackets as is the case for the slide-out side panels commonly found in campervans and, increasingly, horse-boxes.

In achieving this goal, there are a number of constraints that typically have to be satisfied.

It must be possible to enter the living accommodation easily. This normally requires a separate entrance door -typically 500mm wide -into the living space. As this must not be blocked by the sides of the telescopic sections, even when fully closed, there is normally a gap of about 700mm between the back of the cab and the start of the (fully closed) telescopic sections. Alternatively, the telescopic sections could have walls with cut-outs in the side wall at this end so as not to impede the door but this then requires that more of the inside of the vehicle's outer shell is exposed when the telescopic sections extend.

There is normally a requirement to be able to access the horse bay without lowering the ramp. This is usually achieved by having a "jockey door" -often less than full height between the living accommodation and the horse bay. This can be built into the bulkhead on the end of the innermost section of the living module.

The horse bay in a 2 horse box is typically around 3m long. The largest living accommodation available in a horsebox built on a Light Goods Vehicle (van type) chassis is also around 3m long. Given the requirement for a gap of around 700mm behind the cab, taking advantage of 2.3m of extra space (see "Tack Locker" and folded partition later for the remaining 700mm) requires two expanding sections, each 1.2m long. These both fit within a 2m long area behind the cab when closed. When extended, these provide significantly more living space in a vehicle that is, overall, around 8m long vehicle than was previously available in one 9m long.

Figure 1 shows a simple outer telescopic section of a living module.

Note that there is an alternative approach that retains many of the benefits of the telescopic system detailed here -but without the ability to use it until "unpacked" and losing the ability to rapidly change between "fully compacted" and "fully extended" living space. Multiple, pre-fabricated wall, flooring and ceiling sections can be assembled into an overall cuboid structure that can be lifted in and out of a shipping container or lorry bed for easy transport to site where the sections are unpacked and fitted to the interior surfaces of the space to be converted into living space.

Returning to the telescopic section of Figure 1. The outer dimensions of this module are such that it fits snugly -but not in contact with -the outer "shell" of the horsebox. Clearances should allow it to slide easily along the major axis of the vehicle without fouling the outer shell -both when being installed and in use.

As with the outer "shell" of the finished horsebox, the wall (101) construction is typically a frame of rectangular steel (or aluminium) tubing, welded and/or bolted into rectangular sections and the panels then optionally clad with a thin, decorative sheeting material. Preferably, only the inner and ultimately exposed end faces (those facing away on this diagram) need be clad. As well as saving cost and weight, this exposes the backs of the inner faces and the tubular frame during construction and maintenance. This makes it much easier to fit sockets, cabling and fixtures than is the case normally. These outer faces are only exposed when the module is being built or maintained, not when the module is installed and in use.

There are trade-offs between weight, rigidity, strength, cost and ease of construction. The walls of the telescopic section(s) of the living module need not be as strong as they would if they formed the outer shell of the coachwork. They simply need to be strong enough to withstand someone leaning heavily against them from the inside -and cannot be leant on from outside as the coachwork of the vehicle protects them.

Likewise, the need for insulation within the walls (101) is less than in the outer shell of a normal horsebox as there will be a significant air-gap between them and the outer coachwork-which may well be insulated itself. Insulation can be cut and packed between the tubular framework as required and/or an overall outer layer added (at the expense of internal width). A thin outer sheet -ideally transparent plastic can be applied to the outer faces to hold the insulation in place while still allowing visibility of cabling and fittings. Should access to an individual item be required later, a hole of minimum required size can be cut exactly where needed and taped shut afterwards.

A further trade-off is between thickness of the walls -thicker ones losing valuable living space but having greater potential to hide stow-away or fold-away fittings and fixtures as is common in caravan/campervan interior design.

Similarly, the hollow floor framework allows for a table-top (for example) to be stowed there. When opened, the table top can be lifted and locked into place using an extensible leg at table height. Advantageously it can also be locked into a lower position, level with a neighbouring seat -forming a further single bed when required and using the back cushion of said seat to form part of the mattress.

Note that the construction method also makes it easy to fit additional cross-and or bracing-members exactly where interior fittings need to be permanently and/or optionally attached and supported.

It is also easy to include transparent panels between the supporting members -so long as these align with corresponding windows in the outer shell of the vehicle when extended. If these align with transparent sections in any concentric telescopic sections and an outer shell window, then they allow for windows when module is fully retracted.

A firm tubular framework also allows easy inclusion of rigid seat-belt attachment points. It also makes it easy to firmly affix the relatively flimsy wall coverings -thus avoiding the all to common problems of fittings and trim becoming detached in caravan-type builds.

Where there is no requirement to mount anything against walls, cables in tension between the uprights or diagonally across the upper corners may be advantageous -providing rigidity and support behind wall facias for little added weight. Particularly with this outer "U"-shaped section, tension cables across the top can keep the structure rigid even with relatively thin wall sections.

These details are not shown so as to make it easier to present the telescopic extension mechanism which is at the heart of the invention.

Optionally (not shown), a fourth face (ceiling) may be added to provide additional rigidity; to hide the underside of the outer vehicle shell and/or to provide space and fittings for lighting, wiring and/or insulation.

If tensioning wires are not used, at least a cross-member at ceiling height (preferably at the forward edge so as not to require more than a notch in the walls of the inner telescopic section) is likely to be needed on this outer telescopic section. This maintains a constant separation of the upper edges of the walls. These must not flap or vibrate against the outer shell during travel, whether the sections are extended or retracted.

The horse bay will likely have straw, faeces and urine in it following a long journey and is never clean enough to be acceptable inside a campervan. It is important that the extension/retraction mechanisms do not require a perfectly clean area. Any holes would rapidly be filled by debris and become unusable. It is also important that there are no protrusions or indents that could damage the horses' feet or trip them up.

The expanding section has a hollow floor (102) of similar tubular frame and sheet covering to the walls -though the inner (upper) sheet covering in this case is strong enough to stand on. Note that intermediate bracing within the hollow floor may be used to allow a thinner sheeting to be used than would be required to span the full width. Typically there is a least one strut down the centre of the floor.

As there will always be a vertical step at the edge of each telescopic section, and because height is not typically a constraint, the depth of this floor pan may be more than is required solely to allow tubing and flooring strong enough to meet rigidity requirements. A readily noticeable step -say of 75mm -is less of a trip hazard than one of 25mm.

This also allows sufficient depth to store collapsible sections such as table-tops and/or seating platforms as is commonly done in caravan construction. These can be stowed flush with the floor when the telescopic sections are closed but raised when the sections are extended. This is particularly important in this section which, in this example, must have nothing protruding from the walls to allow the inner telescopic section to retract inside it.

The height of the hollow floor frame is also such that any one of a number of well known mechanisms for extending and retracting the telescopic sections may be hidden within it. These include, but are not limited to: cable and winch (manual or electric); threaded screw; cog and ratchet; hydraulic piston(s). Such off-the-shelf components used for slide-out caravan sections are readily available but their extreme low-profile design is not a requirement here.

Preferably, the opening/closing mechanism is built into the living module itself as far as possible. This avoids the need for any significant work to be done on the vehicle to which it is being fitted.

Note the raised lower rear face (103). This provides sufficient clearance that small amounts of hay etc left on the horse-bay floor when it extends into it will not impede its progress or be squashed and become stuck between the horse bay floor the underside of this section.

The side walls also have a slightly raised lower face (105) so as to avoid contacting the floor but as debris they encounter can move to the side of them, can be lower than the rear face (103). These hide the details of the underside of the section and prevent ingress of hands or other objects.

The entire assembly needs to roll or slide along the major axis of the horsebox -so is typically supported on a number of rollers (104), bearings or low friction glide blocks along both front and rear edges to facilitate this. These provide firm support for the whole section -ensuring that is not hanging over an opening as would be the case with a side-opening slide-out section. This allows for a more rigid end result without excessive strength needed in the floor pan and without any brackets beneath it.

Note the arrangement of two outer edge rollers and one central roller. For these to move easily, they need to be in contact with a smooth surface. However, the floor of the horse-bay is typically non-slip, often rubberised, soft material. This design shows a two-horse configuration in which the horses stand facing the rear of the horsebox. Their feet are therefore in between the line travelled by these rollers. Three narrow metal rails can therefore be built into the floor of the horsebox, flush with the non-slip floor that lies between them.

This and the following module typically include one or more fixings such as bolts or flaps that fold out of the way (not shown) that, when engaged with corresponding recesses or other fitments in the outer walls and/or floor pan, prevent the movement of the section locking it in either the fully extended or fully closed positions. For example, the rails on which the rollers (104) run may have studs that can be raised in front and behind where the rollers should be in fully open and fully closed positions, preventing them from moving along the rails when these are raised.

Figure 2 show an example of an inner telescopic section configured in "horsebox" mode. The outer dimensions of the walls (201) and floor are such that it fits snugly inside (but not quite touching) the inner faces and floor of the outer telescopic section of Figure 1.

Wall (201) construction is similar to that of the outer telescopic section but as the interior of this section is always available, there is more emphasis on fittings for permanent fixtures such as seating, toilet/shower compartment, cupboards, kitchen hob, oven, fridge and sink etc. (not shown). The interior fixtures and fittings will typically include various space-saving features familiar to one of skill in the art or caravan/campervan interior design.

These are primarily affixed to the inner walls of this inner telescopic section and are accessible whether the module is open, closed or partially open.

Other components, that are intended to occupy space along the length of the vehicle only when the living module is extended, can be attached to the open end of the inner telescopic module so long as they rotate wholly or partially so as to be stowed vertically until needed when the module is opened.

For example, a single-bed/sofa may rotate up to and lock onto the forward edge of a toilet cubicle. When the telescopic modules are extended, this may be rotated 90 degrees to form a sofa or bed extending into the outer telescopic module and beyond.

Where there is not a full height partition to stow a 2m long bed vertically, a chair may be present -the back of which can be rotated from vertical to horizontal position when needed forming another bed.

Note that due to the floor being above not only the chassis but also that of the outer telescopic section, headroom is slightly less in this part of the module -but as the overall height is normally more than 2m (to provide ample height for the largest horses) this is not a problem.

As the living module in this design sits between the axles in the finished vehicle, it is a good place to locate heavy items such as gas bottle and leisure battery. This also means that the wiring/piping to and from these can be largely localized within this space.

As with the outer section, the floor is typically raised more than strictly necessary -forming a (for example) 75mm step when extended. When fully contacted, in this example the steps to both telescopic sections are aligned forming a single 150mm step.

The closed face of the living module must act as a bulkhead (202) -preventing the horse(s) from entering the living space in the event of an impact. It must also be strong enough not to be damaged should a horse kick it violently.

Note that the outer dimensions of the bulkhead (202) provide a snug (but not quite touching) fit with the outer shell of the horsebox -not the outer telescopic module of Figure 1. This will therefore not fit inside the outer telescopic section but, rather will make contact with the end faces of its walls (101). When that section is locked in place this prevents the bulkhead (and any suddenly decelerating horses) from moving towards the vehicle's living space and cab.

Although this bulkhead must be strong up to the height of the horse's body, it does not need to be as strong at the top as at the bottom -where it must also resist kicking. This allows for a lighter section to form a hinged hatch (204).

The bulkhead normally includes a small door (203) to one side -through which passengers can access the horse bay while the vehicle is moving (and hence the ramp is up).

This inner telescopic section moves along the major axis of the horsebox on, for example, rollers. Note that the forward rollers (206) will rest on the floor of the outer telescopic section while the rear rollers (207) will rest on the rails previously described in the floor of the horse bay.

Most horse bays are divided into one or more "stalls" by very solid metal dividers (208). Such dividers are typically 1.2m high and often include a rubber skirt at the bottom with a metal section above -allowing them to hold the weight of the horse should it fall or push against it without intruding on the space used by the neighbouring horse.

The divider (208) typically locks into place with a sprung cylinder (210) at one end that engages with a horizontal rail containing one or more holes. This allows slightly more or less space to be given to each of the two sides as required for larger/smaller horses and/or when only one is travelling.

The other end of the partition is typically fixed to a vertical axle rod (212) that pivots in fixings at the roof and floor. In this design, the fixings are at the floor (213) and just above the top of the partition (214) rather than at roof level. This not only saves weight but also allows the hinged hatch (204) to be released at its top edge and swing down 90 degrees without being impeded by the central partition's axle rod (212).

Such a partition (208) would obviously stop the living module moving into the horse bay if left in place. While a removable partition could be used, this is normally too heavy for one person to lift easily and would be a considerable inconvenience if it had to be removed and replaced as the living module is opened and closed respectively.

The primary purpose of the axle rod (212) is to allow the partition (208) to swing through 90 degrees so as to lie across the vehicle, extending out of the open ramp. This is so that a horse can be loaded into the stall furthest from the ramp, the partition then swung back and locked in place using the sprung cylinder (210). This secures the first horse in the far stall while allowing the ramp to remain open until the other horse has been loaded into the near stall.

In this invention, each rigid bar in the partition (208) is cut and hinged on one side at approximately 1/3 of the distance from the axle rod (212) to the sprung cylinder (210). This is shown on the lower bar (215) but is also present on the upper bar. That, however is shown covered by a rigid collar (209) that locks in place (via pin or bolt) and prevents the hinge under it from opening. Such a collar may be present on the lower bar too for added strength.

When the collar(s) is/are over the hinges, the partition is therefore as strong as without the hinges but when slid along the bars so as to expose the hinges the partition can fold back on itself, a full 180 degrees.

Figure 3 shows the same inner telescopic module as Figure 2 but configured as it would be when extended into the horse bay. With the partition collar(s) (209) slid away from the hinges, the partition folds so as not to extend into the ramp opening. It can therefore be latched, clipped, bolted or tied in place across the back of the bulkhead, taking up little more than 100mm along the major axis of the vehicle. The bulkhead can subsequently be moved into the horse bay as the telescopic modules extend.

A common existing attempt to use otherwise wasted volume is the use of space beneath the horses' heads and in front of their chests. A section up to approximately 1.2m high by 0.6m deep is often boxed off from the horse bay and used as a "tack locker" with access from (typically) the rear of the vehicle (in the case of rear facing horse loading).

When fully opened, the bulkhead (202) of the living module approaches such a tack locker-with only the (folded) partition between them. The top surface of the tack locker is the ideal size for a single bed.

Preferably, shock absorbing feet (205) protrude from this section (204) of the bulkhead (202) so as to protect it should it be opened suddenly. Optionally, gas-struts may be fitted to slow its descent. Latches or bolts may be provided to lock this panel open or closed as required. Optionally, the panel may be padded on the interior side of the bulkhead forming an integral mattress (301) when opened.

Figure 3 shows the hatch (204) opened. The feet rest on the top of the tack locker, providing a firm support for the bed. Preferably, the hatch (204) is attached to or allows for the addition of a separate hinged platform, also comprised of rigid base (302) plus mattress (303). The hinge mechanism allows this to be folded 180 degrees so as to lie on top of the mattress (303) before raising the hatch (204).

Note that the bulkhead (202) does not need to retract inside either telescopic section even when full closed. The hatch (204) and extension platform (302) may therefore extend almost the full width of the interior so as to avoid losing precious length of the bed that it forms. Also, as the bulkhead (202) has a very rigid frame, it is easy to add (e.g. weld) very solid steps on the inside -providing a much safer foothold for one climbing into or out of the bed than the typical lightweight, removable ladders provided to access bunks in caravans.

The outer edges of each telescopic section (405), (406) are preferably lined with brushes (not shown) to hide the necessary clearance gap between sections whilst still allowing them to slide in and out of each other and the outer shell of the vehicle.

The rear, lower edge of the bulkhead (202) is preferably fitted with an angled "sweeper" bar that almost touches the floor of the horse bay and has stiff bristles that do just touch the floor. As the bulkhead is extended through the horse bay, this will sweep any remaining debris in front of it. This results in a pile of debris underneath the folded and stowed partition (208) -outside the living space. This reduces the likelihood of debris fouling the rollers and/or the interface between the telescopic modules' floor sections.

Figure 4 shows an example horsebox containing the telescopic modules of Figures 1 and 2, with telescopic sections fully retracted. The roof is not shown to allow internal detail to be seen.

An outer shell (401), 2.4m high by 2.1m wide in this example, is constructed of metal tubes and panelling as described earlier, a monocoque fibreglass shell or any other suitable coachbuilding technique -or as part of the original factory assembly of the vehicle (e.g. a panel van).

If, as is optional, this shell includes an integral floor pan, then it may be removably mounted on a generic flatbed light goods vehicle chassis (402) -in this case one capable of supporting 7 tonnes and a 4.8m body. Note that construction may be done in situ or the entire assembly constructed separately and presented to the chassis later. This also allows for the chassis to be replaced.

Alternatively, the outer shell (401) may be open at the bottom, allowing access to the struts of the chassis but sacrificing ease of portability. In other cases, the shell may be inseparable from the chassis as is the case with a factory constructed panel van or an overall monocoque chassis design.

Preferentially, the living space is in open communication with the cab of the vehicle. Traditional designs often require a bench/bed to run across the back of the cab -making it impossible to open up the cab as part of the living space. The added length of this design avoids the need for that location to be used. Front seat(s) that are able to rotate or flip over so as to be rear facing, combined with an open back to the cab make them a full part of the living space -making it seem much larger.

The outer shell (401) typically extends forwards above the cab, forming a "luton" (403). This is frequently used as a bed, optionally extending rearwards on demand to form a double bed.

The requirement for a door (404) into the living space means the outer telescopic module of Figure 1 (405) and inner telescopic module of Figure 2 (406) typically start at least 700mm behind the cab.

Using a glazed or partially glazed door (404) provides valuable interior light. Optionally, having a similarly sized window (not shown) in the opposite wall makes good use of this space and provides further light into the living area -even when the living module is fully closed.

Further light may be obtained if there are rear windows (e.g. above the tack locker) and the rear, fold-down bed is deployed. The roof of the living module may be open or transparent (in whole or parts). If the outer shell of the vehicle coachwork has one or more skylights and/or a transparent roof, this allows more light into the living space.

If one or more windows can be provided in the side of the horse bay then windows or simple transparent sections in the side walls of the telescopic modules can be positioned so as to align with these when the module is opened -bringing further light into it.

The rollers under the telescopic section run on (typically) steel rails (407, 408, 409) flush with the floor of the horse bay as described earlier.

Rigid vertical metal columns (410, 411) firmly affixed to the floor and walls prevent the telescopic sections from moving towards the cab. A rail on the floor performing this function would be a trip hazard when the telescopic sections open. Short blocks protruding a short way from either side of the inner shell and welded to the chassis are preferable.

These columns (410, 411) can also be used to support the outer edge of a slide-out platform as is commonly used to increase the width of the luton (403), making a wide and rigid double-bed when required.

The assembly may be further strengthened and movement of the telescopic sections restricted by one or more guiderails (not shown) in the outer shell (401) -for example, along the back of the horse bay. These may be slotted and engage with protrusions on the bulkhead and/or side of the telescopic sections.

On the side with the ramp (413), a shorter, stub guide rail may be present up to the edge of the ramp-and/or continue on the far side of the ramp. Advantageously, the slots have tapered ends allowing a slightly misaligned projection to be guided into the centre of the slot.

These slots may also double as a locking mechanism -for example by blocking the slot when the lug has passed through it, preventing the lug from returning and the telescopic section closing beyond it.

The telescopic modules typically require connection to a 12V electrical supply with onboard battery and charging circuit; mains electricity when available; onboard water tank and/or mains water; gas canister; waste and septic tank(s). One or more flexible cable/pipe looms (as is commonly used in, for example, elevators) is typically run via the side of the module that can be accessed when the ramp (413) is down and the module opened -allowing maintenance and connection/disconnection when required.

Said cable/pipe loom(s) may be constrained (e.g. via mesh or guide) so as to rise up the side of the telescopic modules as they retract and stretch out horizontally as they extend.

A fully enclosed tack Locker (412) with access via doors at the rear of the vehicle is shown. This is under the horses' heads -the horses facing the rear of the vehicle in this example.

In this configuration, the overall horsebox functions identically to existing designs of the same outer dimensions but is slightly heavier and has slightly less width and height available within the living space.

Figure 5 shows the benefits of the invention. Having off-loaded the horses, the owner sweeps out the horse-bay, folds partition (208) back and locks it against the bulkhead (202) and closes the ramp (413). They then release the locking mechanisms holding the telescopic sections (405, 406) in place and operate the extension mechanism to slide both sections (405, 406) towards the rear of the vehicle until the folded partition (208) reaches the forward edge of the tack locker (412).

Said mechanism may involve pushing against rigid points such as the top and/or bottom of the blocking columns (410, 411); be buried in the floor, engaging with the cross-bars on the undersides of the telescopic modules or hidden behind the interior wall panels and/or above the ceilings (where present) of the telescopic modules.

Any automatic mechanism must be fitted with appropriate safeguard mechanisms to ensure anything in the way of the mechanism is detected and the movement halted rather than crushing/injuring the obstruction.

It is common practice to include a video camera providing the driver with a view of the horses. This can be mounted on the bulkhead and may also be integrated with a more sophisticated safety mechanism that compares the image with that of the bay when empty. This ensure that the mechanism cannot be activated when anything is present in the bay that may be damaged by it extending or, (as is the case with hay-nets tied above the tack locker) that would be inconvenient or difficult to remove once the living area has been extended.

The sections are then locked in this new position using the aforementioned locking mechanisms. Optionally, the locking mechanisms and automated extension mechanism are connected to a safety interlock mechanism using one or more sensors that determine that the partition, ramp and hatch are in the appropriate positions for safe extension/retraction.

Once fully extended, the user may then, optionally, when an additional bed is required, lower the hatch (204) with its mattress (301) and unfold its extension section (302) forming a full length bed above the tack locker (412). An alternative configuration, for those not requiring this additional bed, replaces hatch (204) with one or more vertically hinged doors allow access to the space above the tack locker (412) from within the living space. This forms a sizeable storage area which is very useful when the vehicle is being used purely as a ca mpervan.

In addition to the added flexibility provided to the owner and user of the vehicle, the design also helps with the manufacture of such vehicles.

Advantageously, the telescopic living modules may be assembled separately from the vehicle on which they are to be used. Slots in the supporting structure allow the entire assembly to be lifted with a standard forklift truck. Ideally, the structure is designed to fit through and hence can be lifted into place through the opening in the vehicle body where the horse-ramp (413) is fitted. Preferably, the ramp (413) will be fitted after the expanding interior modules (405, 406) have been fitted so as to allow the forklift truck to approach close to the vehicle (where the ramp (413) would be if already fitted and lowered).

Moving manufacture to a factory also allows for the economic use or more advanced materials and construction techniques than are used at present. For example, aluminium rather than steel frames may become more viable -saving considerable weight.

Optionally, the outer coach-work may also be factory-assembled and the entire living accommodation affixed to a chassis with the telescopic section(s) (405, 406) already inside it.

Optionally, the outer telescopic module (405) may be manufactured and delivered with additional outer panels across its open end, outside both walls and/or above the ceiling. Each panel consists of the inner, decorative face, insulation, strengthening and/or wiring that, when placed in position are then affixed to a simpler, thin skin outer shell. This ensures consistency of construction and finish between the inner surfaces of the telescopic sections and that part of the outer shell which is visible and forms part of the living space when the telescopic sections are extended.

In one approach, the outer shell (410) is manufactured in sections, each of which, being not more than 2.3m long, fits, sideways into a standard shipping container. For example, a front section consisting of the luton (403) and front 1.5m of living accommodation; a mid section consisting of the outer and inner telescopic sections already inside a mid-section of outer body extending into the horse bay and a rear section providing the remainder of the horse bay, tack locker and rear wall of the body.

This allows off-shore construction and economical worldwide shipping with the horsebox assembler merely having to lift each section in turn from the container, via forklift, position it on the chassis and affix to the chassis and its adjacent section(s).

The telescopic aspect of the invention is obviously not restricted to horseboxes. A simpler version, without the need for the folding partition and tack locker hatch would allow a standard box van to be used flexibly as both campervan and general goods vehicle with a variable trade-off between living space and goods space. Such vehicles typically have full height and width rear doors -through which the telescopic modules can be inserted via forklift truck. The provision of a door and/or windows in the outer shell is optional if access can be obtained via a door in the bulkhead when needed. This allows a fully self-contained extensible living module to be fitted into any flatbed box van.

In longer vehicles, such as heavy goods vehicles or articulated lorry trailers, multiple such modules could be provided along the length of the vehicle giving conjoined or separate interior spaces.

In the simpler case, where a relatively small amount of space -say lm along the major axis of the vehicle is required for storage sometimes and living space at others, a single telescopic module is all that is needed. In this case, one open face of the "U" shape (right of Figure 1) is closed with a bulkhead panel (202) such as that shown in Figure 2. This module could be fitted at the back of a campervan and allowed to move 1m towards the cab when stowage space for (for example) the family's bicycles is needed en route. On arrival, the bicycles are removed from the space behind it and the section extended into the rear of the vehicle. On returning home, the process is reversed and the bicycles can be carried at the back without bringing mud into the living space.

In a further example, the outer shell may be a standard shipping container. This is particularly advantageous in disaster relief operations. By fully retracting the telescopic sections, a substantial part of the interior volume is available for supplies/food/tents. On arrival, after unloading the supplies, the mechanism (probably manual for lowest cost and weight) is extended, making the whole of the container immediately habitable as temporary accommodation. Holes may then be cut in the sides and/or roof as required to provide natural light if the container is to stay in situ permanently.

Alternatively, as more permanent accommodation is constructed -leaving an opening at least as wide as the bulkhead on the outer telescopic section, the telescopic modules may be retracted, detached from the outer shell (container) and removed on a forklift truck before being repositioned inside the newly constructed building. Thus a large part of the fixtures and fitting of the new building are immediately available.

Generalising from the above case, the telescopic module approach can be applied to static buildings as well as to vehicles. For example, many people use their garage differently over the years. Telescopic modules would allow easy and reversible conversion between uses such as "car", "teenage son", "teenage son's junk" and "elderly parent" (though typically over many years rather than weekly as would be the case with a campervan).

Further note, that the inner surfaces of the telescoping modules need not be designed and equipped for living space. They, could, for example have heavily insulated walls and contain a chiller unit -providing an option, flexible volume of refrigerated space.

Claims (15)

1. CLAIMS1. An apparatus for variably partitioning a fixed volume of internal space between two compartments, each differently internally equipped for a specific purpose, by means of one or more telescoping sections extending to a variable degree within a fixed outer surface enclosing at least said fixed volume.
2. 2. An apparatus of claim 1 in which said internal space is in the body of a vehicle.
3. 3. An apparatus of claim 1 in which said internal space is in a transportable unit such as a shipping container.
4. 4. An apparatus of claim 1 in which said internal space is a room inside a building.
5. S. An apparatus of claim 1 in which one of said purposes is living accommodation.
6. 6. An apparatus of claim 2 in which one of said purposes is transportation of goods.
7. 7. An apparatus of claim 2 in which one of said purposes is transporting horses.
8. 8. An apparatus of claim 5 in which the second of said purposes is transporting bicycles or motor-cycles.
9. 9. An apparatus of claim 7 in which the partition(s) between individual horse stalls fold so as to be short enough to be stowed across said vehicle.
10. 10. An apparatus of claim 7 in which a portion of the wall dividing the two compartments opens providing optional access to a further portion of the available volume.
11. 11. An apparatus of claim 1 constructed away from the fixed outer surface into which it is to be placed.
12. 12. An apparatus of claim 11 including additional components that are subsequently affixed to the inner faces of said outer surface and hence do not move as the sections extend or contract.
13. 13. An apparatus of claim 1 in which the leading face of the extending telescopic section is fitted with a brush or plate in or almost in contact with the floor of said internal space so as to push any material larger than a few millimetres in size ahead of it into a defined space as it reduces the space available in that compartment.
14. 14. An apparatus of claim 1 in which the outer faces of said telescoping sections are exposed allowing fittings and fixtures to be installed easily.
15. 15. An apparatus of claim 14 in which the outer faces of said telescoping sections are covered with transparent film or sheeting.