WO1999058370A1

WO1999058370A1 - Load protection device

Info

Publication number: WO1999058370A1
Application number: PCT/SE1999/000629
Authority: WO
Original assignee: SAVÅS, Gunnar
Priority date: 1998-04-29
Filing date: 1999-04-20
Publication date: 1999-11-18
Also published as: AU4299099A; SE9804099D0; SE9804099L; SE513187C2

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

LOAD PROTECTION DEVICE

The present invention relates to a load containment arrangement for cars of the kind defined in the preamble of Claim 1.

The invention thus relates to a load containment arrangement for a car that includes a rear seat and a baggage space located behind said seat and in which a load containment barrier is positioned behind the backrest of the rear seat and extends up from the floor of the baggage space, and in which the backrest of the rear seat can be folded or dropped down so as to forwardly extend the baggage space.

It is known, for instance from DE-A1-43 01 398, to use the backrest of the rear seat as a load containment barrier. When the rear seat is folded down so as to extend the baggage space in a forward direction, a new load containment barrier is established immediately behind the front seat, either by virtue of the underside of the uplifted cushion of the rear seat or by virtue shelving on the upper edge of the backrest of the rear seat.

Because it is unsuitable to use the backrest of the rear seat as a load containment barrier, it is preferred in accordance with the invention to provide a separate load containment barrier.

Thus, the object of the invention is to provide a separate load containment barrier that can be moved between a first position behind the rear seating of a car and a second position behind the front seating of the car, and that carries a grid structure which is able to screen the empty space between the ceiling of the vehicle and the barrier in respective end positions of said barrier. By "grid" is meant in this document a transparent protective device such as a transparent plate, a lattice structure, a net frame, that will provide a protective structure against loose objects that are thrown forwards in the vehicle interior over the load containment barrier in the event of an accident, said barrier reaching approximately to the upper edge of the backrest of the seats.

A further object is one of providing a load containment arrangement which forces the barrier into a correct position when adjusting the position of the rear seat in order to change the size of the baggage space and which also automatically causes the grid to adopt a correct position relative to the barrier.

These objects are achieved with a device according to Claim

1.

Further embodiments of the inventive device are set forth in the dependent Claims.

Because the barrier according to Claim 1 can be turned through one-half of a revolution in moving the barrier between its end positions, the advantage is afforded whereby the grid can be readily brought to an independent end position relative to the barrier in respective barrier end positions, such that the grid can readily be caused to reach the ceiling in the vehicle interior in both end positions of the barrier, even though the height position of the barrier should vary at respective barrier end positions as a result of the vehicle ceiling height.

These grid end positions can be established, for instance, with the aid of simple releasable catches, wherewith the grid moves slidingly under the influence of gravity against respective catches during initial movement of the barrier from its respective end positions.

Alternatively, the grid end positions can each be established by a respective grid drive means which has a pre-set end position and which is activated when the associated barrier edge comes into contact with the underlying support in respective barrier end positions.

In one embodiment, at present preferred, the grid is guided for linear movement relative to the barrier in the vertical longitudinal centre plane of the vehicle. As the barrier is lifted up from one of its end positions, the grid (which can be assumed to lie by the side of the barrier) will move downwards relative to the barrier under the force of gravity, until the grid has reached a chosen end position in which the grid is latched automatically by a catch means before the barrier has had time to rotate through 90°. After the barrier has rotated through 180° and reaches the end position towards which it moves, the grid will screen the space between the upper edge of the barrier and the ceiling of the vehicle interior. Prior to swinging the barrier back to its second end position, the catch means is conveniently actuated so that the grid will move down to the level of the bottom edge of the barrier, whereafter, when the barrier moves upwards, the grid moves down and is latched automatically by said catch means in said chosen movement position, and so on.

Further embodiments of the inventive arrangement are set forth in the accompanying dependent Claims.

According to one embodiment of the invention, the grid is guided by barrier mounted guide means for movement of the grid beyond both the front edge and the rear edge of the barrier, and means are provided for driving the grid to an end position relative to the barrier in one of the barrier end positions, so that the grid will screen the space between the barrier and the ceiling of the vehicle.

In one embodiment of the invention said means may include a motor drive that ensures said barrier movement. In this regard, guide means may be provided for driving the grid in a manner such as to cause it to take said positions. The guide means may, for instance, include a sensor which detects that the barrier has taken an end position and thereafter activate the motor so that the grid will move up to said end position. A further sensor may be provided for detecting this end position. Alternatively, the movement path of the grid may be pre-set .

With the intention of limiting the forces acting on the grid, abutment means may be mounted in the vehicle ceiling in vertical planes corresponding to both barrier positions. These abutment means are then able to capture the upper edge part of the grid should it tend to move forwards. The rear abutment means is conveniently designed to be swung rearwardly so as to enable a gravity controlled grid that has taken its end position relative to the barrier before said barrier has reached its rear position to pass said rear abutment means during rearward pivotal movement (if said abutment means should be obstructive) . The rear abutment means may conveniently be spring biased in a direction towards a forward end position, in which it is able to capture the upper edge part of the grid when the barrier is located in its rear end position.

Pivotal movement of the barrier may be guided by a guide means, for instance a link mechanism, which functions to swing the barrier through 180° between its end positions.

In one embodiment, the barrier may be connected to the upper edge of the backrest of the rear seat through the medium of a pivot joint whose shaft is horizontal and extends transversely to the longitudinal direction of the vehicle. One end-part of a link arm can then be connected to the barrier through the medium of a pivot means in a position between the upper and lower edges of the barrier. The other end-part of the link arm may be connected to a fixed point in the vehicle, via a pivot means in a position between the upstanding backrests of the front and the rear seats and in the proximity of the floor of the vehicle. The link, the backrest and the barrier then form a mechanism with which the barrier is forcibly moved from a position behind the backrest of the rear seat to a position at the front end of the baggage space area when the backrest of the rear seat is folded forwards, and vice versa. Since the back seat is often divided into two parts, each part may have an associated barrier part of generally the same width as respective backrest parts, wherewith each barrier part is guided in the aforesaid manner and suitably included in a mechanism of the aforedescribed kind.

The invention will now be described in more detail with reference to exemplifying embodiments thereof and also with reference to the accompanying drawings.

Fig. 1 is a schematic vertical sectional view of an estate car equipped with a load containment arrangement immediately behind the backrest of the rear seat.

Fig. 2 is a schematic view of the invention as a applied in the car shown in Fig. 1.

Fig. 3 illustrates anchoring straps for taking up forces acting forwardly against the barrier.

Fig. 4 is a view taken on the line IV-IV in Fig. 3. Fig. 5 is a view taken on the line V-V m Fig. 2.

Fig. 6 is a schematic illustration of a barrier that is equipped with a grid that can bridge the distance between the barrier and the ceiling of the vehicle.

Fig. 7 is a view taken on the line VII-VII m Fig. 6.

Fig. 8 is a schematic sectional view taken on the line VIII- VIII in Fig. 7.

Fig. 9 illustrates an alternative embodiment of the link rod m said mechanism.

Fig. 10 illustrates another embodiment of the barrier and its grid.

Fig. 11 is a view corresponding to Fig. 7 illustrating a modified grid latching construction.

Fig. 12 is a sectional view taken on the line XII-XII m Fig. 11.

Fig. 13 is a view taken on the line XIII-XIII m Fig. 11 showing a side member of a grid frame belonging to the grid latching construction.

Fig. 1 is a schematic, sectioned view of part of an estate car that has a front seat 1, a rear seat 2, a baggage space 3 behind said rear seat 2, and a tailgate 4 which provides access to the baggage space 3 from behind the car.

The front seat 1 comprises a backrest 11 and a seat cushion 12. The rear seat 2 comprises a backrest 21 and a seat cushion 22. The seat cushion 22 is pivotally connected about a horizontal pivot shaft 23 on the underside 24 of the cushion 22 in the proximity of the front edge of said cushion, so as to enable the seat cushion 22 to be lifted up about the pivot shaft 23 to a generally vertical position shown at 22', so that the underside of the cushion now faces rearwardly, as shown at 24^'. The backrest 21 can then be dropped forwards about a horizontal pivot connection 27 located at the bottom edge of the backrest 21, such that the rear side 28 of the backrest will now lie in a horizontal position, normally flush with the floor 31 of the baggage space 3. The load containment barrier 5 shall be fitted immediately behind the backrest 21 of the rear seat 2, when said rear seat 2 is positioned for passenger transportation.

Fig. 2 illustrates an arrangement for forcibly guiding the barrier.

The barrier 5 positioned behind the backrest 21 is connected to the upper edge 29 of said backrest by means of a horizontal pivot or hinge means 6 that extends transversely to the longitudinal direction of the vehicle. One (the upper) edge part 51 of the barrier 5 is shown connected to the pivot means 6, whereas its other edge part 52 is shown lying against the floor 31.

A rod 7 is located at one side-edge of the backrest 21. One end 71 of the rod 7 is connected to the barrier 5 by means of a horizontal pivot means 8 at a position between the ends 51, 52 of said barrier, preferably about midway between said ends 51, 52. The other end 72 of the rod 7 is connected to a fixed point 9 in the car, by means of a pivot or hinge means 10 so that the rod can be swung forwardly/rearwardly in the car. The pivot means 10 is located generally on the floor 32 of the passenger space and midway between the respective, upstanding backrests 11, 21 of the front seating 1 and the rear seating 2, as seen in the longitudinal direction of the car. When the backrest 21 is folded forwards about its pivot means 27, the barrier edge 51 will lie adjacent the baggage space extension floor 28, which may lie flush with the baggage space floor 31, wherewith the rod 7 ensures that the barrier 5 will take a vertical position with the edge 52 situated uppermost immediately behind the raised seat 22' .

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

A rod 7 may, of course, be connected to each side edge of the barrier 5. When the barrier 5 is divided into two parts (see Fig. 3), these parts can be locked together with the aid of a catch means 81. The barrier 5 is also suitably provided with attachments 93 in the proximity of its edge 52, for connection to the rear seat safety harnesses or belts.

When the barrier 5 is divided, its dividing join will suitably be aligned with a corresponding dividing join between corresponding parts of the backrest 21 of the rear seat. Because the placement of the dividing line between the back- rest parts is normally offset laterally in relation to the gap 19 between the front seats 14, the gap 19 will advantageously be screened by the broader part of the barrier 5.

The link arms need not take-up forces that are transmitted to the barrier, but can be designed to solely control barrier movement between its aforementioned end positions. The forces acting on the barrier may, instead, be taken up with the aid of the rear seat safety belts, which can be coupled to the upper edge part of the barrier when said barrier is in its forward end position. Furthermore, each barrier part may be provided midway and in the proximity of respective side edges with a through-passing opening for receiving a belt or a line. Assuming that the barrier is m its forward end position, the two ends of the belt can be anchored m the baggage space 3 at the side and/or m the floor of said baggage space, wherewith the ends of the belt extend parallel from the anchoring points to respective openings and through said openings, and wherein the longitudinal centre part of the belt lies on the front side of the load-bearing plates of the barrier when the barrier is m its forward end position. The belt is suitably arranged to run freely through respective openings.

A link mechanism may also be provided on the right side of the broader barrier part 4, as seen in Fig. 3. In the Fig. 3 illustration, this right barrier part has only one attachment 93 m the longitudinal centre region of the bottom edge, for coaction with the ad acent right safety belt.

In the Fig. 3 illustration, the left, broader barrier part has at the left end of its bottom edge an attachment 93 for the left rear seat belt and includes at the right end of its bottom edge a further attachment 93 for the rear seat lap belt.

In one embodiment, the barrier 5' is provided with a load containment grid 110 which is plane parallel with the barrier 5 and guided with the aid of means (not shown) for movement m its plane perpendicular to the upper edge and the lower edge of the barrier 5. The grid 110 has the form of an outer frame structure which includes side posts 111, 112 and upper and lower frame members 134, 134', which are shown to support an inner framework 121, 121, 124, 124 in which a grid or net 125 is fitted.

It will be seen that the barrier 5' includes, m principle, two parallel plates 151, 151' which receive the grid 110 for movement therebetween. These plates may be mutually connected at their side edges with side plates or the like, such as to form said guides. A catch means 152, 153, 154, 155 is provided on each side of the barrier 5, 5' . The catch means function to latch the frame member 134, 134' accompanying the grid 110 automatically and detachably when the grid takes an end position relative to the barrier 5, 5' . Respective end displacement positions of the grid can thus be set by selection of a suitable distance of respective catch means from the front edge/rear edge of the barrier, said end positions being defined by virtue of the coaction of the catch means with an associated end-piece of the grid frame.

As will be seen from Fig. 8, the frame members 134, 134' have apertures 135, 135' through which the respective latch pins 153' and 153 (and the respective latch noses 155' and 155) can pass through the aperture on the following grid frame member when the grid moves forward to its end position. The apertures 135, 135' may be bevelled (not shown) so as to exert a camming function when passing the steep side of the latch noses 155' , 155 and therewith prevent the latch nose from hooking unintentionally onto the frame member at the bottom of the aperture or recess.

Abutments 130, 140 are shown on the ceiling of the vehicle.

Assume that the barrier 5' is m the end position shown m Fig. 6 and that the grid 110 has reached an end position in which it bridges the space between the upper edge of the barrier 5' and the ceiling 131 of the vehicle, the upper edge of the grid 110 therewith being located immediately behind the abutment 130. This abutment 130 s preferably pivotally mounted so that it can be swung rearwardly up against the ceiling of the vehicle and can only be swung down from this position to a downwardly extending position as shown m full lines m Fig. 6. It can now be assumed that an operator moves the operating rod 154 outwards such that the latch hook 155 (a spring- biased latch nose) is withdrawn through the opening 152 in the plate 151, wherewith the frame member 134' is released and the grid 110 falls down, for instance onto the floor of the vehicle or onto the floor of the baggage space, to a position within the barrier 5', generally as shown in Fig. 8.

If the operator now begins to move the barrier 5' towards its forward end position, as described with reference to Figs. 1- 5, the grid 110 will move downwards in relation to the barrier 5' , wherewith the frame member 134 will slide past the spring-biased catches 114, 155, 156 by virtue of having an oblique part which springs out towards the opening 152' as the frame member 134 passes. When the frame member 134 meets a stop pin 153', movement of the grid 110 is stopped and the catch arrangement springs back such as to latch the frame member 134 therebetween. This movement carried out by the grid 110 takes place under the influence of gravity before the barrier 5' has had time to swing 90° from the end position shown in Fig. 6. Subsequent to the barrier 5' having swung to its forward end position, the frame member 134' of the grid, which is now the upper frame member, will be positioned immediately behind the abutment shoulder 140.

When wishing to move the barrier to its rear end position, Fig. 6, the operator will begin by releasing the catch arrangement 154, 155, 156 so that the grid 110 can drop down under the force of gravity to a lower position, whereafter the barrier 5' is lifted upwards and the grid 110 moves down under the force of gravity beyond the barrier edge which is now the bottom edge of the barrier 5', and is latched between the abutment 153 and the spring-biased catches 154, 155, 156. As the frame member 134' comes into the proximity of the abutment 130, the abutment can be swung rearwardly so as to automatically take the position shown in full lines under the action of a biasing spring, wherewith the abutment functions to prevent the upper frame member 134 of the grid 110 from passing horizontally forwards.

In the case of certain embodiments, it may be beneficial to provide a limited degree of axial play m respect of the rod between its ends 8 and 9. To this end, the rod 7 is comprised of two parts, as shown m Fig. 9, namely a rod element 7' which is connected to one pivot means 9, and a coaxial tubular sleeve 107 which is connected to the bearing 8 and which receives an elongated head 108 which is prevented from leaving the sleeve 107 by means of a ring flange 106, and is given a limited degree of axial movement m the sleeve by means of an end wall 109.

Fig. 10 illustrates an alternative embodiment m which driving of the grid gravitationally described with reference to Figs. 6-9 can be replaced with a motor drive. In this regard, the barrier 5 can movably carry a grid 110 as described above and a motor 160 may be arranged to move the grid 110 relative to the barrier 5' to one end position of the grid. The same motor, or a further motor 160', may be designed to drive the grid 110 to its second end position. A sensor 161 provided at the side edge of the barrier is able to detect when the barrier 5' has reached one end position and therewith activate the associated motor 160 so as to move the grid 110 up to its activated end position. The motor 160 may, of course, be provided with appropriate control means which will enable the grid 110 to be returned m conjunction w th the barrier 5 being moved to its second end position, m which a sensor 161' at the now relevant barrier support edge causes the motor 160' /160 to drive the grid 110 to its active end posi^¬ tion above the barrier. Gravitationally controlled movement of the grid 110 is preferred at present, however, since this is effected automatically/forcibly in respect of movement of the barrier 5, 5' between its end positions.

Seen against the background that the barrier will preferably have a relatively large height extension and shall be guided by some form of guide means between its end positions, it is ^■ suitable to design the barrier for movement through an angle of 180° between said end positions so as to avoid any interference, for instance with the ceiling of the vehicle. This guide arrangement may conveniently comprise the link mechanism shown in Fig. 2, although with respect to driving the grid to said end positions gravitationally it suffices to enable the barrier to swing through an angle of 180° during its movement between said two end positions.

Figs. 11-13 illustrate a modified catch means for automatically latching the grid 110 relative to the barrier 5 in both of said movement end positions.

The construction includes a catch means 170 on each side 151, 151' of the barrier 5, in alignment with one side member 112 of the grid. The catch 170 includes a catch pin 172 provided with a pull knob 171 and a support plate 173. The pin 172 extends through an opening 175 in the plate 151 and the end of the pin 172 is received in a corresponding recess or notch 177 in the side member 112 when the grid 110 is in one end position. The catch 170 also includes a housing 174 on the outside of the plate 151. The housing 174 includes a passage^¬ way for the pin 172. A coil spring 176 is fitted around the pin 172 between the support plate 173 and the housing 174 so as to bias the pin 172 towards an end position in which the plate 173 rests against the plate 151. The end of the pin can be drawn out of the recess 177 against the action of the spring 176, by lifting the knob 171. The tip of the pm 172 runs on the front surface of the side member 112 whilst biased by the spring 176 and snaps down into the recess 177 as it passes beneath the pin 172. One end of the side member 112 has a bevel 178 which permits the pin to run up on the front surface of the side member 112 if the grid 110 has passed the catch 170.

A corresponding catch 170' is provided on the opposite 151' of the barrier 5, said catch coactmg with the opposite front surface of the side member 112, said surface also including a recess, 177', and a bevelled surface, 178' . The catch 170' and the recess 177' are placed for setting a chosen movement position of the grid 110 relative to the barrier 5 at which the grid 110 will reach up to the ceiling 131 in the forward end position of the barrier 5. The catches 170, 170' are positioned conveniently so that they can be reached from the baggage space so as to enable the grid 110 to be dropped down preparation for movement of the barrier 5 to its second position.

Claims

1. A load containment arrangement for a car that includes a rear seat (2) and a space (3) situated behind the rear seat, wherewith a load containment barrier (5) is placed behind the backrest (21) of the rear seat (2), and wherewith the backrest of said rear seat can be folded down so as to forwardly extend the baggage space (3), characterised m that the barrier (5) is arranged for movement between a first end posi- tion behind the backrest (21) of the rear seat and a second end position behind the front seats (1) of the car; m that the barrier (5) is arranged for rotational movement through one-half of a revolution about a horizontal pivot shaft (8) which extends transversely to the longitudinal axis of the car, when moving said barrier between said first and second positions; m that the barrier (5) is provided with a grid

(110) which is arranged generally plane-parallel with and adjacent to the barrier (5); and m that the grid (110) is guided for linear movement m its plane past a front and a rear barrier edge to end positions m which the grid (110) screens the space between the ceiling of the car and the barrier (5) m respective first and second barrier end positions .

2. A load containment arrangement according to Claim 1, characterised by means for automatically moving the grid (110) to respective end positions from a grid position m which the grid is located generally inwardly of the plane contour of the barrier (5) .

3. A load containment arrangement according to Claim 2, characterised m that said means comprises a grid guide mounted on the barrier and having low friction against said grid, so that the grid (110) is able to move to said position relative to the barrier under the force of gravity as the barrier is lifted from one end position for movement to the other end position, from a position for the grid generally within the contours of the barrier; and m that said means includes a catch means for detachably latching the grid m respective grid end positions.

4. A load containment arrangement according to Claim 3, characterised by abutment means (130, 140) mounted on the ceiling of the vehicle and functioning to capture the upper edge part of the grid m forward movement said two barrier positions.

5. A load containment arrangement according to Claim 4, characterised m that the rear abutment means (130) can be swung rearwardly to permit free passage of the upper edge of the grid conjunction with movement of the barrier (5) to said rearward position.

6. A load containment arrangement according to Claim 2, characterised that the automatic grid moving means includes a motor drive (160, 160') for moving the grid (110) relative to the barrier (5') and for latching the grid m selected positions relative to the barrier.

7. A load containment arrangement according to Claim 6, characterised by guide means (161, 161') for automatically causing the motor to drive the grid to an active end position when the barrier has taken one of its end positions.

8. A load containment arrangement according to Claim 3, characterised m that the catch arrangement includes a catch means (153, 155, 170; 153', 155', 170') for each grid end position.

9. A load containment arrangement according to any one of Claims 1-8, characterised m that each catch means (153, 155,

170; 153', 155', 170') is adapted to coact solely with a trailing end-part of the grid as the grid (110) moves towards its respective end positions.

10. A load containment arrangement according to any one of Claims 1-9, characterised m that the backrest (21) of the rear seat can be folded forwards about a horizontal pivot or hinge means (27) at its bottom edge-part so as to provide a bottom surface m a baggage space area that constitutes a forward extension of the baggage space (3) behind the rear seat (2) ; in that the barrier (5) is connected to the upper edge (29) of the backrest (21) of said rear seat (2) through the medium of a pivot or hinge means (6) whose pivot axle is horizontal and extends transversely to the longitudinal direction of the car; m that a link arm (7) connects at one end-part (71) thereof to the barrier (5) with a pivot or hinge means (8) a position between the upper and lower barrier edges (51, 52); m that the other end-part (72) of the link arm (7) is connected to a fixed point in the car at a pivot or hinge means (10) in a position between the upstan- ding backrests of the front seat (1) and the rear seat (2) and the proximity of the floor (32) of the car interior, wherewith the link (7), the backrest (21) and the barrier (5) form a mechanism which functions to forcibly move the barrier (5) from a position behind the backrest (21) of the rear seat (2) to a position at the forward end of said baggage space area when the backrest (21) of the rear seat is dropped forwards, and vice versa.