SE513187C2 - load protection device - Google Patents

Abstract

A load containment arrangement for a car having a rear seat (2) and a baggage space (3) located behind the rear seat includes a barrier (5) which is arranged for movement between a first end position behind the backrest (21) of said rear seat and a second position behind the front seat (1) of the car, wherein the barrier (5) can be rotated through one-half of a revolution about a horizontal axle (8) which extends transversely to the longitudinal axis of the car in moving the barrier between said first and said second positions. The barrier (5) is provided with a grid (110) which is generally plane parallel with and located adjacent to the barrier. The grid (110) is guided for linear movement in its plane past the forward end rearward barrier edges to end positions in which the grid screens the space between the ceiling of the car and the barrier in respective first and second end positions of the barrier.

Description

10 15 20 25 30 35 -Sf _ » wnwn fl ' 513 12-87 Kiwi' position when the rear seat is adjusted to change the luggage compartment size and which also automatically causes the grille to take over correct position relative to the barrier. The object is achieved with a device according to claim 1.

Embodiments of the device are set forth in the dependent claims patent claims.

By arranging the barrier reversible in accordance with claim 1 about half a revolution when moving between its end positions, the advantage is achieved that the grid can easily be given an independent end position relative to the barrier in the respective barrier end position, so that the grille can easily be brought to reach the ceiling in both barrier end positions, even if of the ceiling height of the vehicle barrier height position varies at each barrier end position.

These grid end positions can then be established, for example, with simple solutions. only locks, with the grid sliding under impact of gravity against the respective barrier at the beginning of a movement of the barrier from the respective end position.

In a presently preferred embodiment, the grille is controlled for linear displacement relative to the barrier of the vehicle vertical meridians. Then the barrier was lifted from one of their end positions, the grille (which can be assumed to lie next to the barrier) to move downwards relative to the barrier under impact of gravity, until the grille reaches a selected end position, where the the barrier is automatically blocked by a blocking means, before the barrier has had time to turn around 90 °. When the barrier after l80 ° rotation takes over the end position towards which it is moving, the grille will shield the space between the then upper edge of the barrier and the passenger compartment roof. Before the barrier is swung back towards its other end position, is affected preferably the locking means so that the grille moves downwards to the level for the failure of the barrier, after which, as the barrier moves upwards, the grille moves downwards to in the selected offset position automatically blocked by the locking means, etc. 10 15 20 25 30 35 -se _ W¶W | ' 4513 1837 * try-free Embodiments of the invented device are set forth in the appended claims dependent claims.

Thus, according to one embodiment of the invention, the grille guided by a control on the barrier for displacement out past both the front edge and the rear edge of the barrier, and furthermore there are means provided to drive the grille to an end position. tion relative to the barrier in one of the end positions of the barrier, so that the barrier shields the space between the barrier and the vehicle ceiling.

To limit the stresses on the grille, there may be stops arranged in the roof of the vehicle, in the vertical plane corresponding to both the barrier positions. These stops can then catch the top of the grille edge part if this would have a tendency to move forward. The rear of the stops is suitably arranged foldable backwards, so that a gravity-controlled grille, which has assumed its end position relatively the barrier before it has assumed its rear position, can pass this rear stop during the rearward swing movement (if this appropriations would then be an obstacle). This rear stop may be suitable be spring-loaded in the direction of a front end position wherein it can catch the upper edge portion of the grid then the barrier is in its rear end position.

The barrier can be oscillation controlled by a control device, for example show a link mechanism, to pivot about 180 ° between the end positions.

In one embodiment, the barrier can be connected to the upper edge of the rear seat backrest via a swivel joint whose axis is horizontal and extends across the longitudinal direction of the car. A link arm can then be used end with one end of it to the barrier with a swivel joint in one position between the upper and lower edges of the barrier. The link arm other end part can be connected to a fixed point in the car via a swivel joint in a position between the front seat and the rear seat upright backrest and near the floor of the car interior. The link, the backrest and the barrier then form a mechanism in which the clean is forcibly moved from a position behind the rear seat 10 15 20 25 30 35 -1.- _ 'FJ lf': i 5-13 187 "moth backrest to a position at the front end of the luggage compartment when the backrest of the rear seat folds forward, and vice versa. After- as the rear seat is often divided into two parts, each part can have one associated barrier part of substantially the same width as the tive backrest part, each barrier part being guided on it specified method and is suitably included in a mechanism of the said species.

The invention will be described in the following in exemplary form with reference to the accompanying drawing.

Fig. 1 schematically shows a vertical section through a combination car with a load barrier immediately behind the rear its backrest.

Fig. 2 schematically shows the invention as applied therein shown in Fig. 1.

Fig. 3 shows anchoring bands for the invention of forward-looking forces against the barrier.

Fig. 4 shows a view taken along line IV-IV in Fig. 3.

Fig. 5 shows a view taken along line V-V in Fig. 2.

Fig. 6 schematically illustrates a barrier provided with a grid that can bridge the distance between the clean and the roof of the vehicle.

Fig. 7 shows a view taken along line VII-VII in Fig. 6.

Fig. 8 schematically shows a section taken along line VIII- VIII in Fig. 7.

Fig. 9 shows an alternative embodiment of the mechanism link rod.

Fig. 10 shows another embodiment of the barrier with its grid. 10 15 20 25 30 35 -m_- _ Wïïír "Iwjfff 513 187 5 Fig. 11 shows in a view corresponding to Fig. 7 a modified lattice barrier construction.

Fig. 12 shows a section taken along line XII-XII in Fig. 11.

Fig. 13 shows in a view taken along line XIII-XIII in Fig. 11 a grid frame side piece belonging to the grid locking the construction.

Fig. 1 schematically shows a section through a part of a station wagon having a front seat 1, a rear seat 2, a luggage compartment 3 came the rear seat 2, and a tailgate 4 which from the rear provides accessibility to the trunk 3.

The front seat 1 has a backrest 11 and a seat 12. The rear seat 2 has a backrest 21 and a seat 22. The seat 22 is pivotally connected around a horizontal axis 23 at the lower surface of the seat 24 in the vicinity of the front edge of the seat 22, so that the seat 22 can be folded up around the bearing 23 to the generally vertical readings indicated by 22 '. goat, when the underside 24 'is facing backwards. Then the backrest can 21 is folded forward around a horizontal pivot bearing 27 at the back of the support 21 failed, the back 28 of the backrest occupying the horizontal position, usually level with the floor 31 of the luggage compartment 31.

The load barrier 5 must be mounted immediately behind the rear the backrest 21 of the seat 2 when the rear seat 2 is arranged for passenger transport.

Fig. 2 now illustrates a forced control of the barrier.

The barrier 5, as located behind the backrest 21, is connected to the upper edge 29 of the backrest 21 with a horizontal pivot bearing 6 extending transversely to the longitudinal direction of the vehicle. Bar- one (upper) edge portion 51 of the rear 5 is shown connected to the joint 6 while its second edge portion 52 is shown lying on the floor 31.

A bar 7 is located at one side edge of the backrest 21.

The rod 7 has one end 71 connected by means of a horizontal 10 15 20 25 30 35 ÄInIPHfI ”Pßyfl 5131§7 joint 8 to the barrier 5 at a position between its ends 51, 52, preferably approximately midway between the ends 51, 52 7 other end 72 is connected to a fixed point 9 in the car by means of a pivot joint 10 to be able to pivot in the car's forward / reverse direction ning. The swivel 10 is located approximately at the passenger compartment floor 32, and halfway between the front seat 1 and the rear seat 2 upright backrests respectively 11, 21, as considered in the length of the car direction.

As the backrest 21 is folded forward around the joint 27, the barrier edge 51 to end up at the floor 28 of the extended luggage compartment which can be level with the luggage compartment floor 31, whereby the a 7 ensures that the barrier 5 assumes a vertical orientation. ring, with the edge 52 at the top, in a position immediately behind it folded seat 22 '.

The rod 7, the barrier 5, the backrest 21 and their pivot points 6, 8, 9, 27 (of which two, possibly 9 and 27 are stationary) form thus a mechanism with three link arms and four joints.

Of course, a rod 7 can be connected to each side connector. of the barrier 5. If the barrier 5 is divided into two parts (see fig 3) the barrier parts can be mutually lockable with a locking device 81. Furthermore, the barrier 5 is suitably provided with brackets 93 near its edge 52 for connection to the rear seat safety seat belts.

When the barrier 5 is divided, its dividing joint is suitably located in focus on a corresponding division joint between the corresponding parts of the rear seat backrest 21. By adjusting the position of the the line between the parts of the backrest 21 is usually laterally pushed relative to the gap 19 between the front seat seats 14, is achieved the beneficial effect that this column 19 is shielded by it wider part of the barrier 5.

The link arms do not need to capture forces transmitted to barrier, but can be designed to control only the barrier 10 15 20 25 30 35 | r | hl | f | : f 51.31 1§7 movement between the discussed end positions of the barrier. The forces against the barrier can instead be caught with the help of the rear seat safety belts, which can be connected to the upper edge part of the barrier as this is in the front end position. Furthermore, each can barrier part approximately at its half height and in the vicinity of resp. sidokant ha a through opening for a strap or rope. Outgoing from the barrier being in its front end position, both the band can ends be anchored in the luggage compartment 3 at the luggage compartment side and / or in its floor, the ends of the belt extending parallel from the anchorage points to the respective opening and through the opening, the longitudinal middle part of the belt lying on the front of the load-bearing disc of the barrier when the barrier is in its front end position. The belt is suitably arranged to run freely through the openings.

Furthermore, a linkage mechanism may be provided at the wider bar. the right side of the rear part 4 as shown in Fig. 3. the rear part has in Fig. 3 a single bracket 93 at the longitudinal center area of bottom edge, for interaction with the nearby right safety the belt.

The left, wider barrier part has in Fig. 3 at the left end of its failed a bracket 93 for the left rear seat belt and has further at the right end of its failed one further bracket 93 for the rear seat center belt.

In one embodiment, the barrier 5 'is provided with a load protection device. grid 110 which is plane parallel to the barrier 5 and guided by partly not shown in more detail controls for displacement movement in its plane perpendicular to the upper edge of the barrier 5 and failed.

The grid 110 has the shape of an outer frame comprising side posts III, 112 and upper and lower frame pieces 134, 134 ', which are shown support an internal framework l21, l2l, l24, l24, in which a grid or network 125 is tensioned.

It can be seen that the barrier 5 'comprises in principle two parallel 151, 151 ', which between them receive the grid 110 for 10 15 20 25 30 35 _15 _- Wï fifl æ fl mwi 51.3 1187 shooting. These plates may be interconnected at the side the edges with side plates or the like, to form the mentioned controls. The bars 5, 5 'carry one on each side locking device 152, 153, 154, 155. The locking device serves to releasably but automatically lock the grille 110 continuously frame piece 134, 134 'when the grille assumes an end position relative to the bar riären 5, 5 '. By choosing an appropriate distance for the tive locking device from the front edge / rear edge of the barrier can be thus setting the respective offset end position of the grid, which is defined by the blocking device cooperating with the associated bile duct.

Referring to Fig. 8, it can be seen that the frame pieces 134, 134 ' have recesses 135, 135 'through which the locking pin 153' respectively tive 153 (and the locking noses 155 'and 155, respectively) can pass it the recess in question on the subsequent grid frame piece as the grid moves to its offset end position. Urtag- nings 135, 135 'may have a bevel (not shown) to passage past the steep side of the barrier noses 155 ', 155 for safety perform a comb function so as to avoid blocking the nose inadvertently hooks against the frame piece at the recess bottom.

Appropriations 130, 140 are shown in the car's roof.

Assume that the barrier 5 'has occupied the end position according to Fig. 6, and that the grid 110 has assumed an offset end position in which it bridges the space between the upper edge of the barrier 5 'and the car 131, the upper edge of the grid 110 being located immediately behind the stop 130. This stop 130 is suitably pivotable suspended to be able to fold backwards upwards towards the car roof, but from there only fold down to a downward position shown by solid lines in Fig. 6.

It can now be assumed that an operator pulls out the control rod 154 sà that the ratchet 155 (a spring-loaded ratchet nose) is retracted through the opening 152 in the disc 151, whereby the frame piece 134 'is released 10 15 20 25 30 35 -g-v _ IFIPWI 513 187 9 Hf-fri and the grille 110 falls down, for example against the floor of the car or the floor of the luggage compartment, to a position inside the barrier 5 ', approx as shown in Fig. 8.

If now an operator starts moving the barrier 5 'towards its front end position, as reported in connection with Figs. 1-5, will the grid 110 to displace downwards relative to the barrier 5 ', wherein the frame piece 134 will slide past the spring catch 154, 155, 156 in that this has an oblique inclined part which springs out towards the opening 152 'as the frame piece 134 passes. When then the frame piece 134 strikes a stop pin 153 ', is stopped the movement of the grille 110 and springs the locking device back so that the frame piece 134 is locked therebetween. The grille 110 performs this movement under the influence of gravity, before the barrier 5 'has has been swung 90 ° from the end position shown in Fig. 6. When then the barrier 5 'is swung further to its front end position, will then upper frame piece 134 'of the grille to assume a position immediately behind the heel 140.

When the barrier is then to be transferred to the rear end position, Fig. 6, the operator begins by releasing the locking device 154, 155, 156, so that the grid 110 falls down under the influence of gravity to a lower position, after which the barrier 5 'was lifted upwards, whereby the grid 110 under the influence of gravity pushed down past the instantaneous lower edge of the barrier 5 ', and race between the stop 153 and the spring lock 154, 155, 156. When the frame piece 134 'comes close to the stop 130, this can folds backwards and then automatically under the influence of a bias spring or gravity take it with full throttle shown position, in which it is able to prevent the upper frame of the grid 110 from paragraph 134 to pass horizontally forward.

In some embodiments, it may be advantageous to have a bounded axial clearance of the rod between its ends 8 and 9.

For that matter, it is indicated according to Fig. 9 that the rod 7 is designed of two parts, namely a rod element 7 'which is connected with one joint 9, and a coaxial tube sleeve 107 which is 10 15 20 25 30 35 '1 ~. | »_.- | in 511.3 137 10 “MI-qi bound to the bearing 8 and receives a long head 108, as of a ring flange 106 is prevented from leaving the sleeve 107, and by an end wall 109 is given a limited axial freedom of movement therein.

In an alternative embodiment, Fig. 10, the one shown in Figs. said gravity drive of the grille is replaced by a motor drive. In this case, the barrier 5 can slidably carry a grid 110, as described above, with a motor 160 arranged to displacing the grid 110 relative to the barrier 5 'to one of the grids end position. The same motor, or an additional 160 'motor, can be arranged to drive the grille 110 to its second end position. One late- 161 at the support edge of the barrier, can sense that the barrier 5 ' has assumed one end position and can thereby activate the associated the motor 160 so that the grille 110 moves up to its active end position. The motor 160 can of course also be provided with suitable control means enabling the grille 110 to be retracted in connection with the barrier 5 being transferred to its second end position, in which again a sensor 161 'at the barrier then current support edge activates the motor 160 '/ 160 to propel the grille 110 to the active end position over the barrier.

At present, however, gravity-driven displacement is preferred. grating 110, since this is carried out automatically / compulsively when moving the barrier 5, 5 'between it end positions.

Against the background that the barrier should preferably have a height, and shall be controlled by any control device between end positions, it is advisable to arrange the barrier 180 ° between the end positions to avoid an interference, for example with the roof.

This control device can advantageously be formed by the link mechanism. but shown in Fig. 2, but with respect to gravity propulsion the lattice to the end positions, it is sufficient that the barrier is arranged pivotable about 180 ° during its movement between the two the end positions. 10 15 20 25 30 35 '1 ~. | ~ ..- | in* 513 187 Figures 11-13 show a modified locking device for automatic locking of the grid 110 in the two displacement end positions relative the barrier 5.

The structure includes a locking member 170 on each side 151, 151 'of the barrier 5 in the direction of one side of the grid. paragraph 112. The latch 170 includes a latch pin 172 having a pull knob 171 and a support plate 173. The pin 172 extends through an opening 175 in the disc 151, and the end of the pin 172 is received taken in a corresponding recess 177 in the side piece 112 when the bile 110 is in its one end position. The latch 170 includes also a housing 174 on the outside of the disc 151. House 174 has a pass- provide for the pin 172. A compression spring 176 surrounds the pin 172 between the support plate 173 and the housing 174 for spring loading the pin 172 against an end position in which the disc 173 abuts the disc 151. The pin end can be pulled out of the recess 177 against the action of the spring 176, when lifting the pull knob 171.

The tip 172 of the pin runs under the load of the spring 176 on the front surface 112 of the side piece 112, and snaps into the recess 177, when this passes under the pin 172. At the side piece 112 end there is a bevel 178, which allows the pin to run up on the front surface of the side piece 112, if the grille 110 has passed latch 170. There is also a corresponding one on the opposite side 151 'of the barrier 5 latch 170 'cooperating with the opposite front piece 112 of the side piece 112 surface, which also has a recess 177 'and a bevel surface 178'.

The latch 170 'and the recess 177' are located for adjustment a selected offset position for the grid 110 relative to the barrier 5, for which the grid 110 reaches up to the roof 131 of the barrier 5 front end position. The catches 170, 170 'are suitably arranged accessible from the luggage compartment in order to allow the 110 as a preparation for the displacement of the barrier 5 to its other end position.

Claims (6)

10 15 20 25 30 35 'rum * f Angry "1.513 137 12 P a t e n t k r a v A load protection device for a car with a rear seat (2) and a space (3) located behind the rear seat, wherein a load protection barrier (5) is located behind the backrest (21) of the rear seat (2) and wherein the backrest of the rear seat is arranged to be foldable allow a forward extension of the luggage compartment (3), the barrier (5) being arranged movable between a first end position behind the rear seat backrest (21) and a second position behind the car front seats (1), and the barrier (5) being arranged rotatably about a half a turn about a horizontal axis (8) extending across the longitudinal axis of the car at the displacement of the barrier between said first and second positions, and wherein the barrier (5) has a first and a second end edge, which are separated and are generally parallel to the axis of rotation, the barrier (5) is provided with a grid (110) which is arranged substantially plane parallel to and adjacent to the barrier (5) and which is controlled for linear displacement in its plane, characterized in that the grid is arranged displaceably in its plane f beyond the first and second barrier edges to end positions in which the grid (110) shields the space between the car roof and the barrier (5) in the first and second end positions of the barrier, respectively, that the barrier has a low friction grid guide against the grid, so that the grid (110) below the effect of gravity moves to said position relative to the barrier when the barrier in a generally vertical orientation is raised from either end position for displacement to the other end position, assuming that the grid has a position substantially within the contour of the barrier, and that a locking device is provided for releasable locking of the grille in the respective grille end position. Load protection device according to claim 1, characterized in that stops (130, 140) are arranged in the roof of the vehicle to catch the upper edge part of the grille in the forward direction in the two barrier positions. Load protection device according to Claim 1 or 2, characterized in that the rear stop (130) is arranged to be folded backwards to allow free passage of the upper edge part of the grid in connection with the barrier (5). displacement towards the rear position. Load protection device according to one of Claims 1 to 3, characterized in that the locking device comprises a locking means (153, 155, 170; 153 ', 155', 170 ') for each grid end position. Load protection device according to claim 4, characterized in that each blocking means (l53, l55, 170; l53 ', l55', l70 ') is arranged to cooperate with only one grid end part which is trailing at the displacement of the grid (110) towards the grid and end position. Load protection device according to one of Claims 1 to 5, characterized in that the rear seat backrest (21) is arranged to be foldable forwards around a horizontal pivot joint (27) at its lower edge part in order to form a bottom in a luggage compartment part which forms an extension forward of the luggage compartment (3) behind the rear seat (2), that the barrier (5) is connected to the upper edge (29) of the rear seat backrest (21) via a swivel joint (6), the axis of which is horizontal and extends across the longitudinal direction of the car, that a link arm (7) connects with its one end portion (71) to the barrier (5) with a pivot joint (8) in a position between the upper and lower edges (51, 52) of the barrier and that the second end portion (72) of the link arm (7) is connected to a fixed point in the car at a pivot joint (10) in a position between the upright backrest of the front seat (1) and the rear seat (2), and in the vicinity of the floor (32) of the passenger compartment, the link (7), the backrest (21) and the barrier (5) forms a mechanism by which the barrier (5) is forcibly moved from a position behind the rear seat (2) the backrest (21) to a position at the front end of said luggage compartment part when the backrest (21) of the rear seat is folded forward, and vice versa.