GB2351709A

GB2351709A - A vehicle bunk safety restraint system

Info

Publication number: GB2351709A
Application number: GB9915823A
Authority: GB
Inventors: Leif Ennerdal; Stig Pilhall; Dan Persson
Original assignee: Autoliv Development AB
Current assignee: Autoliv Development AB
Priority date: 1999-07-06
Filing date: 1999-07-06
Publication date: 2001-01-10
Anticipated expiration: 2019-07-06
Also published as: SE522956C2; SE0002557D0; GB9915823D0; SE0002557L; GB2351709B

Abstract

A safety arrangement in a motor vehicle provides protection for an occupant of a bunk (3) within the vehicle. The safety arrangement comprises a retaining element, which maybe in the form of a net or other flexible member (6 in figure 4), which is secured to a frame (5). A catch retains the frame in an initial lower position in which the retaining element is retracted. The catch is adapted to be released when subjected to a deceleration in excess of a pre-determined threshold. This enables the frame to move upwardly, either pivotably or vertically, thus moving the retaining element to an operative position in which it is located adjacent the forward edge of the bunk. The catch can be released by means of inertia, with either the frame (5) or a specific inertia mass causing the catch to be removed from a corresponding aperture.

Description

2351709 DESCRIPTION OF THE INVENTION "IMPROVEMENTS IN OR RELATING TO A

SAFETY ARRANGEMENT" THE PRESENT INVENTION relates to a safety arrangement, and more particularly relates to a safety arrangement adapted to minimise the risk of injuries occurring to an occupant of a bunk within a vehicle such as a heavy goods vehicle, lorry, bus or train in the event that the vehicle is involved in an accident.

Many vehicles, such as heavy goods vehicles, are provided with bunks within the cab of the vehicles. Often such vehicles travel with a number of drivers so that one driver may sleep whilst another drive is driving the vehicle. For that purpose a bunk is provided within the cab of the vehicle.

If a person is asleep on a bunk within the cab of the vehicle when the vehicle is involved in an accident, there is a substantial risk that the person may be thrown from the bunk and may be injured. Also, if a person is thrown forwardly from a bunk of this type, a person sitting in a seat in firont of the bunk maybe injured.

2 According to this invention there is provided a safety arrangement in a motor vehicle, to provide protection for an occupant of a bunk within the vehicle, the safety arrangement having a retaining element initially in a retracted position and biased to be moved to an operative position, and a catch serving to keep the element in the retracted position, said catch means being adapted to be released when subjected to deceleration in excess of a predetermined threshold to enable the retaining element to move to the operative condition under said bias, the element, when in the operative position, being positioned adjacent a forward edge of the bunk to retain an occupant of the bunk on the bunk.

Preferably the retaining element is a rigid frame.

In a preferred embodiment the element is a rigid frame and an associated flexible element.

Conveniently the flexible element is a net.

Advantageously the flexible element is initially stored on a roller mounted on or adjacent the bunk and has one edge thereof secured to the frame.

Alternatively the flexible element may be stored in a folded condition.

Conveniently the catch includes a locking element carried on one component, and means defining an aperture on a second component, the said second component comprising the frame and an element which is fixed in position relative to the bunk, the locking element initially being located in the aperture to retain the frame in the retracted position, the locking element being associated with an inertia mass which is adapted to move when the vehicle is 3 subjected to an acceleration in excess of a predetermined acceleration to disengage the locking member from the aperture to enable the frame to move to the operative condition.

In one embodiment the inertia mass comprises the mass of the frame itself, the locking element being constituted by part of the frame.

In an alternative embodiment the inertia mass is provided on a pivotal arm forming catch, the locking element being carried by that arm.

Preferably the frame is biased by resilient means.

In one embodiment the resilient means comprise a compression spring.

In an alternative embodiment the resilient means comprise a torsion bar.

In a preferred embodiment the ftame is a "U"-shaped frame having arms adjacent the head and foot of the bunk, each said arm being mounted on pivot means constituted by the torsion bar, the frame constituting an inertia mass and being adapted to move forwardly when the vehicle is subjected to an acceleration in excess of a predetermined acceleration to disengage the locking element from the aperture to enable the frame to move to the operative position with an arm of the frame initially located adjacent the side edge of the bunk rising to a position elevated above the bunk.

Preferably the locking member and the aperture are located adjacent the pivot axis of the pivot means of the frame.

4 Conveniently the locking member is on the frame and the aperture is provided on said element which is fixed in position relative to the bunk.

In a further embodiment the frame comprises a generally "U"-shaped frame with a transverse connecting arm and two depending arms, the depending arms each being telescopically mounted on support means secured to the floor of the vehicle, there being helical compression springs biasing the frame upwardly, the locking element being mounted on a catch arm which is pivotally connected to the transverse connecting arm of the frame.

In order that the invention may be more readily understood, and so that further features thereof may be appreciated, the invention will now be described, by way of example, with reference to the accompanying drawings in which:

FIGURE I is a schematic side view illustrating components in the cab of a heavy goods vehicle illustrating two bunks, each bunk being associated with a safety arrangement, FIGURE 2 is a front view of the cab shown in Figure 1, FIGURE 3 is a view corresponding to Figure I illustrating the situation after an accident has occurred, FIGURE 4 is a front view of the cab as shown in Figure 3, FIGURE 5 is an enlarged side view of the upper bunk present in the cab, showing the bunk in the lowered position with the upper position of the bunk being shown in phantom, FIGURE 6 is a top plan view illustrating the connection between the net supporting frame and the frame of the bunk in its ordinary condition, FIGURE 7 is a view corresponding to Figure 6 showing the connection in the condition that exists as an accident occurs, FIGURE 8 is a front view, with parts cut away, of the safety arrangement associated with the lower bunk of the cabin, FIGURE 9 is a sectional view taken on the line AA of Figure 8 showing a connection in the ordinary position, and FIGURE 10 is a view corresponding to Figure 9 showing the situation after an accident is detected.

Referring initially to Figures 1 and 2 of the accompanying drawings, a cab 1 of a heavy goods vehicle is illustrated. The cab is provided with two seats 2 to be occupied by the driver of the vehicle and a passenger.

Located above and behind the seats 2 is an upper bunk 3. The upper bunk 3 is pivotally mounted and may move between the horizontal position, in which the bunk is ready for use, and a vertical position, in which the bunk is stowed.

Located beneath the upper bunk 3, and behind the seats 2, is a lower bunk 4. Each bunk extends substantially the entire width of the cab.

6 Associated with the upper bunk 3 is a net-carrying-frame 5 which has part thereof connected to a net 6, the net 6 being initially stored on a springbiased roller 7 located on the underside of the bunk 3.

Associated with the lower bunk 4 is a net-carrying-frame 8, part of which is connected to a net 9. The net 9 is initially stored on a spring-biased roller 10 located beneath the bunk 4.

In the initial condition, both of the nets 6 and 9 are almost fully wound on the respective spring-biased roller 7 or 10, and the associated netcarryingframes 5 and 8 are in a retracted position, so that the nets do not inconvenience the occupants of the cab.

Turning now to Figures 3 and 4, whilst the net-carrying-frames 5 and 8 are initially retained in the retracted position as illustrated in Figures 1 and 2, in the event that an accident arises, the frames are released from the retracted position and moved, under a bias, such as a spring-bias, to the operative position as illustrated in Figure 4. It is to be observed that the frame 5 associated with the upper bunk 3 has moved with a pivotal action so that the part of the frame adjacent the forward edge of die bunk, which is connected to the net 6, has moved upwardly, thus moving the net 6 to a position in which it extends substantially vertically adjacent the free edge of the bunk. The net thus acts as a retaining element to retain a person on the upper bunk 3. Equally, the net-carrying-frame 8 associated with the lower bunk 4 has moved vertically upwardly, under a spring-bias, so that the frame 8 and the net 9 are located adjacent the forward edge of the bunk 4. Again the frame 8 and the net 9 will act as a retaining element to retain a person on the lower bunk 4. It will thus be appreciated that in the event that an accident should occur, the net-carryingframes and the nets will move from the retracted position illustrated in Figures 7 1 and 2 to the operative position illustrated in Figures 3 and 4, thus providing relatively means adapted to prevent an occupant of either of the bunks from moving forwardly.

Figure 5 illustrates the upper bunk 3 and the associated netcarryingframe 5 and net 6 in greater detail.

As can be seen from Figure 5, the upper bunk 3 is pivotally connected, by means of a hinge 11, to the rear wall 12 of the cab. The netcarryingframe 5 is a substantially "U"-shaped frame, with the frame having two arms 13 located respectively adjacent the head and foot of the bunk, inter-connected by a further arm 14 which extends adjacent the fi- ee edge of the bunk. The net 6 has one edge connected to the further arm 14 of the frame. The main part of the net 6 is wound on a spring-biased roller 7 which is mounted underneath the bunk.

Figure 6 illustrates the connection of one end of one arm 13 to the bunk 3. The connection between the other arm 13 and the bunk 3 is of an equivalent design. The connection incorporates a releasable catch.

Provided at the rear corner of the bunk 3 is a bent tubular element 15 forming part of the framework of the bunk. Secured to the bent tube 15 is a "U'-sectioned supporting bracket 16. The bracket 16 is thus fixed in position relative to the bunk. The supporting bracket 16 has two parallel plate-like arms 17, 18 which extend generally parallel with the axis of the arm 13 of the frame 5. The arm 18 of the bracket 16 adjacent the arm 13 of the frame 5 has a terminal outwardly directed flange 19 which has an aperture 20 formed therein.

8 The two arms 17, 18 of the bracket 16 each have elongate oval apertures 21, 22 formed therein. A torsion bar 23, one end of which is secured 24 to the bent tubular element 15 provided within the bunk 3, extends through the apertures 21, 22. The free end 25 of the torsion bar is secured to a flattened terminal region 26 formed at the end of the arm 13 of the frame 5, and is retained in position by a locking pin 27. The torsion bar 23 constitutes a pivotal connection between the framework of the bunk and the net-carryingframe 5. The axis of the torsion bar defines the pivot axis of the connection. A compression spring 28 is provided which is located within the "U'-shaped bracket 16 and engages the torsion bar tending to bias the torsion bar away from the bunk. With the torsion bar thus biased away from the bunk, the end of the flattened region 26 provided on the arm 13 of the frame 5 is receiving within the aperture 20 of the flange 19. The flattened region 26 thus acts as a locking element which prevents the frame 5 from pivoting under the biasing force from the torsion bar 23. The locking element 26 and the aperture 20 are located adjacent the pivot axis defined by the torsion bar 23.

In the event that an accident occurs in which the heavy goods vehicle decelerates with a relative acceleration in excess of a predetermined threshold, the frame 5, because of its inertia, will tend to move forwardly relative to the rest of the vehicle. As the frame 5 moves forwardly, as shown in Figure 7, the compression spring 28 becomes compressed, and the torsion bar 23 becomes slightly bent, but the end of the flattened region 26 provided on the arm 13 of the frame 5 becomes disengaged from the aperture 20 formed in the flange 19. The catch incorporated in the connection is thus released. Thus the frame 5 is now free to rotate pivotally under a torsional bias applied thereto by the torsion bar 23. The frame 5 thus pivots, under the spring-bias provided by the torsion bar 13, to the operative position as shown in Figure 3 and 4. The further arm 14 of the frame rises from its initial position adjacent the side of the bunk 9 to an elevated position above the side of the bunk. The net associated with the upper bunk is thus deployed, and will serve to retain the occupant of the upper bunk on the upper bunk.

Referring now to Figure 8, the frame 8 associated with the lower bunk comprises two parallel arms 31, 32, which extend vertically downwardly from a transverse interconnecting arm 33. The net 9 is connected to the transverse ann 33. Each of the vertical arms 31, 32 are telescopically mounted on a respective guide rod 34, 35 which extends vertically upwardly from the floor of the vehicle. A compression spring 36, 37 is provided associated with each arm 31, 32, the compression spring surrounding the respective guide rod and initially being in a compressed condition.

The transverse arm 33 of the fi-ame 8 is provided with a catch 38 which initially secures the frame to the adjacent edge of the lower bunk 4, but which is adapted to be released in the event that an accident should occur. Referring to Figure 9, the catch 38 comprises a catch arm 39 which is pivotally connected, by means of a pivotal mounting, to the transverse arm 33 of the frame 8. The lower end of the catch arm 39 is provided with an inertia mass40. Centrally provided on the catch arm 39 is a rearwardly deflected tab 4 1.

Provided on the edge of the bunk 4 is a catch plate 42, the catch plate defining an aperture 43 which, in an initial condition of the catch, receives the rearwardly deflected tab 41. The tab 41 acts as a locking element and thus the catch is retained in the position illustrated in Figure 9, by virtue of the upward force applied to the transverse arm 33 of the frame 8 by the compression springs 36, 37. Should the vehicle be subjected to severe deceleration, with a relative acceleration in excess of a predetermined threshold, the bunk 4 will tend to decelerate with the vehicle, but the inertia mass 40 will tend to continue forwards. Thus the catch arm 39 will, as shown in Figure 10, pivot to a forward position in which the tab 41 is disconnected from the aperture 43. When this happens, the springs 36, 37 move the frame 8 upwardly so that the frame is in the operative position adjacent the lower bunk, as shown in Figures 3 and 4.

The frame 8, and also the net, are thus positioned to act as retaining elements to retain a person on the lower bunk.

Following deployment of the two safety-nets, in the manner described above, the safety nets may be returned to their initial positions. It is to be appreciated, therefore, that even if no accident has arisen, the occupants of the vehicle may chose to move one or other of the safety nets to the operative position. This may be achieved simply by grasping the frame 5 of the net associated with the upper bunk, and pulling that frame forwardly so as to disengage the flattened region 26 of the arms 13 of the frame from the aperture 20, thus permitting the frame 5 to move with a pivotal action to the deployed position. If the net associated with the lower bunk is to be deployed, the inertia mass 40 associated with the catch 38 is simply grasped and moved forwardly to disconnect the rearwardly deflected tab 41 from the aperture 43.

The nets of the embodiments described above could be replaced by other flexible elements such as sheets of appropriate fabric.

Whilst the invention has been described with reference to an embodiment in which the retaining element for the lower bunk is a frame and a net the retaining element for the lower bunk could, in an embodiment of the invention, be a simple firame without a net.

11 It is to be appreciated that in the foregoing description, the upper bunk uses its frame as an inertial mass, and the lower bunk is provided with a catch that incorporates an inertia mass. In other embodiment both of the bunks may use the same type of inertia mass, or the lower bunk may use its frame as an inertia mass with the upper bunk having a catch of the type described.

In this Specification the words comprise or comprises are used to mean "consists of an or includes" and the word comprising is used to mean "consisting of or includinj.

Claims

12 CLAIMS:

1. A safety arrangement in a motor vehicle, to provide protection for an occupant of a bunk within the vehicle, the safety arrangement having a retaining element initially in a retracted position and biased to be moved to an operative position, and a catch serving to keep the element in the retracted position, said catch means being adapted to be released when subjected to deceleration in excess of a predetermined threshold to enable the retaining element to move to the operative condition under said bias, the element, when in the operative position, being positioned adjacent a forward edge of the bunk to retain an occupant of the bunk on the bunk.

2. An arrangement according to Claim 1 wherein the retaining element is a rigid frame.

3. An arrangement according to Claim 1 wherein the element is a rigid frame and an associated flexible element.

4. An arrangement according to Claim 3 wherein the flexible element is a net.

5. An arrangement according to Claim 3 or 4 wherein the flexible element is initially stored on a roller mounted on or adjacent the bunk and has one edge thereof secured to the frame.

6. An arrangement according to any one of the preceding Claims wherein the catch includes a locking element carried on one component, and means 13 defining an aperture on a second component, the said components comprising the frame and an element which is fixed in position relative to the bunk, the locking element initially being located in the aperture to retain the frame in the retracted position, the locking element being associated with an inertia mass which is adapted to move when the vehicle is subjected to an acceleration in excess of a predetermined acceleration to disengage the locking member from the aperture to enable the frame to move to the operative condition.

7. An arrangement according to Claim 6 wherein the inertia mass comprises the mass of the frame itself, the locking element being constituted by part of the frame.

8. An arrangement according to Claim 6 wherein the inertia mass is provided on a pivotal arm forming catch, the locking element being carried by that arm.

9. An arrangement according to any one of the preceding Claims wherein the frame is biased by resilient means.

10. An arrangement according to Claim 9 wherein the resilient means comprise a compression spring.

11. An arrangement according to Claim 9 wherein the resilient means comprise a torsion bar.

12. An arrangement according to Claim 6 wherein the frame is a "U"-shaped frame having arms adjacent the head and foot of the bunk, each said arm being mounted on pivot means constituted by the torsion bar, the frame constituting an inertia mass and being adapted to move forwardly when the vehicle is 14 subjected to an acceleration in excess of a predetermined acceleration to disengage the locking element from the aperture to enable the frame to move to the operative position with an arm of the frame initially located adjacent the side edge of the bunk rising to a position elevated above the bunk.

13. An arrangement according to Claim 12 wherein the locking member and the aperture are located adjacent he pivot axis of the pivot means of the frame.

14. An arrangement according to Claim 12 or Claim 13 wherein the locking member is on the frame and the aperture is provided on said element which is fixed in position relative to the bunk.

15. An arrangement according to Claim 6 wherein the frame comprises a generally "U"-shaped frame with a transverse connecting arm and two depending arms, the depending arms each being telescopically mounted on support means secured to the floor of the vehicle, there being helical compression springs biasing the frame upwardly, the locking element being mounted on a catch arm which is pivotally connected to the transverse connecting arm of the frame.

16. A safety arrangement in a motor vehicle substantially as herein described with reference to and as shown in the accompanying drawings.

17. Any novel feature or combination of features disclosed herein.