Automatically selectable sliding deck system for wheelchair users

Abstract

The invention relates to an automatically selectable sliding deck system for a wheelchair user. A cargo lift system for a vehicle includes a frame system, a deck system, and a cargo hook. The frame system is configured to be attached to a vehicle. The deck system includes a deck frame having a plurality of deck frame segments. The deck system is operable to translate along the frame system in: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployment mode in which the deck frame segment is hinged to a raised position adjacent to a ground surface associated with the vehicle. A cargo hook is attached to the deck system and is operable to move between an extended state and a retracted state.

Description

Technical Field

[0001] introduction

[0002] The information provided in this section is for the purpose of generally presenting the background of the present disclosure. The work of the presently named inventors, to the extent it is described in this section and in all aspects of this description that may not otherwise be considered prior art at the time of filing, is neither explicitly nor implicitly admitted to be prior art against the present disclosure.

[0003] The present disclosure relates generally to cargo lift systems for motor vehicles and, more particularly, to an automatically selectable sliding deck system for a wheelchair user. Background Art

[0004] Unoccupied mobile equipment (e.g., wheelchairs, scooters, etc.) can be transported in the vehicle. Typically, the mobile equipment is loaded into a storage compartment area within the vehicle (e.g., the rear portion of a minivan, the rear portion of a full-size truck, the trunk of a car, the bed of a truck, etc.) via a lifting device. Although generally sufficient for short-term installation, some users may wish to supplement the recommended mounting arrangement. Typically, the supplemental mounting arrangement may further include additional support bolts (not shown), such as 10 mm or 12 mm bolts, added to the recommended mounting arrangement. In order to perform such a supplemental mounting arrangement, the vehicle is typically modified. Such modifications may be costly or invasive, and may require permanent modifications to the vehicle structure. Therefore, it is apparent that there is a need for a vehicle cargo lifting system that simplifies installation and provides improved functionality. Summary of the invention

[0005] Aspects of the present disclosure include a cargo lift system for a vehicle. The cargo lift system includes a frame system configured to be attached to the vehicle. The cargo lift system further includes a deck system including a deck frame having a plurality of deck frame segments, the deck system being operable to translate along the frame system in the following modes: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployed mode in which the deck frame segments are hinged to a lift position adjacent to a ground surface associated with the vehicle. The cargo lift system further includes a cargo hook attached to the deck system and operable to move between an extended state and a retracted state.

[0006] This aspect of the disclosure may include one or more of the following optional features. In some examples, the frame system includes: a base frame configured to be attached to a vehicle; a base rail attached to the base frame; and an intermediate rail slidably attached to the base rail. In some examples, the plurality of bulkhead frame segments are slidably attached to the intermediate rail. In some embodiments, the plurality of bulkhead frame segments include: a first bulkhead frame segment slidably attached to the intermediate rail; a second bulkhead frame segment attached to the first bulkhead frame segment and configured to slide along the intermediate rail and hinge relative to the first bulkhead frame segment; and a third bulkhead frame segment attached to the second bulkhead frame segment and configured to slide along the intermediate rail and hinge relative to the second bulkhead frame segment.

[0007] In some configurations, the second bulkhead frame segment is pivotally attached to the first bulkhead frame segment at a first bulkhead frame joint, and the third bulkhead frame segment is pivotally attached to the second bulkhead frame segment at a second bulkhead frame joint. In some examples, the frame system includes an actuator system that is operable to translate the bulkhead system along the frame system. In some embodiments, the intermediate rail includes a retainer that is operable between a first position for limiting movement of the bulkhead frame relative to the intermediate rail and a second position for allowing movement of the bulkhead frame relative to the intermediate rail. In some examples, the retainer is operable to allow movement of the intermediate rail relative to the base rail in the first position and to limit movement of the intermediate rail relative to the base rail in the second position.

[0008] In some examples, the panel system further includes a control system operable to instruct the cargo lift system to move between the deployed configuration and the stowed configuration. In some configurations, the control system includes a key fob including a dual-purpose button operable to send a first instruction for operating the vehicle when engaged for a first time period and to send an instruction for operating the cargo lift system when engaged for a second time period longer than the first time period.

[0009] Another aspect of the present disclosure provides a vehicle including a cargo lifting system. The cargo lifting system includes a frame system configured to be attached to the vehicle. The cargo lifting system further includes a deck system including a deck frame having a plurality of deck frame segments, the deck system being operable to translate along the frame system in the following modes: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployed mode in which the deck frame segments are hinged to a lifting position adjacent to a ground surface associated with the vehicle. The cargo lifting system further includes a cargo hook attached to the deck system and operable to move between an extended state and a retracted state.

[0010] This aspect of the disclosure may include one or more of the following optional features. In some examples, the frame system includes: a base frame configured to be attached to a vehicle; a base rail attached to the base frame; and an intermediate rail slidably attached to the base rail. In some embodiments, the plurality of bulkhead frame segments are slidably attached to the intermediate rail. In some configurations, the plurality of bulkhead frame segments include: a first bulkhead frame segment slidably attached to the intermediate rail; a second bulkhead frame segment attached to the first bulkhead frame segment and configured to slide along the intermediate rail and hinge relative to the first bulkhead frame segment; and a third bulkhead frame segment attached to the second bulkhead frame segment and configured to slide along the intermediate rail and hinge relative to the second bulkhead frame segment.

[0011] In some examples, the second bulkhead frame segment is pivotally attached to the first bulkhead frame segment at a first bulkhead frame joint, and the third bulkhead frame segment is pivotally attached to the second bulkhead frame segment at a second bulkhead frame joint. In some examples, the bulkhead system includes an actuator system that is operable to translate the bulkhead system along the frame system. In some configurations, the middle rail includes a retainer that is operable between a first position for limiting movement of the bulkhead frame relative to the middle rail and a second position for allowing movement of the bulkhead frame relative to the middle rail. In some embodiments, the retainer is operable to allow movement of the middle rail relative to the base rail in the first position and to limit movement of the middle rail relative to the base rail in the second position.

[0012] In some examples, the panel system includes a control system operable to instruct the cargo lift system to move between the deployed configuration and the stowed configuration. In some configurations, the control system includes a key fob including a dual-purpose button operable to send a first command for operating the vehicle when engaged for a first time period and to send a command for operating the cargo lift system when engaged for a second time period longer than the first time period.

[0013] The present invention also includes the following scheme:

[0014] Solution 1. A cargo lifting system for a vehicle, the cargo lifting system comprising:

[0015] a frame system configured to be attached to the vehicle;

[0016] A deck system comprising a deck frame having a plurality of deck frame segments, the deck system being operable to translate along the frame system in: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployed mode in which the deck frame segments are articulated to a raised position adjacent a ground surface associated with the vehicle; and

[0017] A cargo hook is attached to the panel system and is operable to move between an extended state and a retracted state.

[0018] Option 2. A cargo lifting system according to Option 1, wherein the frame system includes: a base frame, which is configured to be attached to the vehicle; a base guide rail, which is attached to the base frame; and an intermediate guide rail, which is slidably attached to the base guide rail.

[0019] Option 3. A cargo lifting system according to Option 2, wherein the plurality of deck frame segments are slidably attached to the intermediate guide rail.

[0020] Option 4. A cargo lifting system according to Option 3, wherein the multiple bulkhead frame segments include: a first bulkhead frame segment, which is slidably attached to the intermediate guide rail; a second bulkhead frame segment, which is attached to the first bulkhead frame segment and is configured to slide along the intermediate guide rail and is hinged relative to the first bulkhead frame segment; and a third bulkhead frame segment, which is attached to the second bulkhead frame segment and is configured to slide along the intermediate guide rail and is hinged relative to the second bulkhead frame segment.

[0021] Option 5. A cargo lifting system according to Option 4, wherein the second deck frame segment is pivotally attached to the first deck frame segment at a first deck frame joint, and the third deck frame segment is pivotally attached to the second deck frame segment at a second deck frame joint.

[0022] Option 6. The cargo lifting system of Option 5, further comprising an actuator system operable to translate the deck system along the frame system.

[0023] Option 7. A cargo lifting system according to Option 5, wherein the intermediate guide rail includes a retainer, which can be operated between a first position for limiting the movement of the deck frame relative to the intermediate guide rail and a second position for allowing the deck frame to move relative to the intermediate guide rail.

[0024] Option 8. The cargo lifting system according to Option 7, wherein the retainer is operable to permit movement of the intermediate rail relative to the base rail in the first position and to restrict movement of the intermediate rail relative to the base rail in the second position.

[0025] Embodiment 9. The cargo lifting system of embodiment 7 further comprises a control system operable to instruct the cargo lifting system to move between a deployed configuration and a stowed configuration.

[0026] Option 10. A cargo lifting system according to Option 9, wherein the control system includes a key fob, the key fob including a dual-purpose button, the dual-purpose button being operable to send a first instruction for operating the vehicle when engaged for a first time period and to send an instruction for operating the cargo lifting system when engaged for a second time period longer than the first time period.

[0027] Solution 11. A vehicle comprising a cargo lifting system, the cargo lifting system comprising:

[0028] a frame system configured to be attached to the vehicle;

[0029] A deck system comprising a deck frame having a plurality of deck frame segments, the deck system being operable to translate along the frame system in: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployed mode in which the deck frame segments are articulated to a raised position adjacent a ground surface associated with the vehicle; and

[0030] A cargo hook is attached to the panel system and is operable to move between an extended state and a retracted state.

[0031] Option 12. A vehicle according to Option 11, wherein the frame system includes: a base frame configured to be attached to the vehicle; a base rail attached to the base frame; and an intermediate rail slidably attached to the base rail.

[0032] Embodiment 13. The vehicle of Embodiment 12, wherein the plurality of deck frame segments are slidably attached to the intermediate rail.

[0033] Option 14. A vehicle according to Option 13, wherein the multiple bulkhead frame segments include: a first bulkhead frame segment, which is slidably attached to the intermediate guide rail; a second bulkhead frame segment, which is attached to the first bulkhead frame segment and is configured to slide along the intermediate guide rail and be hinged relative to the first bulkhead frame segment; and a third bulkhead frame segment, which is attached to the second bulkhead frame segment and is configured to slide along the intermediate guide rail and be hinged relative to the second bulkhead frame segment.

[0034] Embodiment 15. The vehicle of Embodiment 14, wherein the second deck frame segment is pivotally attached to the first deck frame segment at a first deck frame joint, and the third deck frame segment is pivotally attached to the second deck frame segment at a second deck frame joint.

[0035] Embodiment 16. The vehicle of embodiment 15, further comprising an actuator system operable to translate the deck system along the frame system.

[0036] Option 17. A vehicle according to Option 15, wherein the intermediate rail includes a retainer, which is operable between a first position for limiting the movement of the deck frame relative to the intermediate rail and a second position for allowing the deck frame to move relative to the intermediate rail.

[0037] Embodiment 18. The vehicle of Embodiment 17, wherein the retainer is operable to permit movement of the intermediate rail relative to the base rail in the first position and to restrict movement of the intermediate rail relative to the base rail in the second position.

[0038] Embodiment 19. The vehicle of embodiment 17, further comprising a control system operable to instruct the cargo lifting system to move between the deployed configuration and the stowed configuration.

[0039] Option 20. A vehicle according to Option 19, wherein the control system includes a key fob, the key fob including a dual-purpose button, the dual-purpose button being operable to send a first instruction for operating the vehicle when engaged for a first time period and to send an instruction for operating the cargo lifting system when engaged for a second time period longer than the first time period. BRIEF DESCRIPTION OF THE DRAWINGS

[0040] The drawings described herein are for purposes of illustrating selected configurations only and are not intended to limit the scope of the present disclosure.

[0041] Figure 1 is a perspective view showing a vehicle including an example of a cargo lift system according to the present disclosure, wherein the cargo lift system is in a stowed configuration;

[0042] Figure 2 is a perspective view showing a vehicle including an example of a cargo lift system according to the present disclosure, wherein the cargo lift system is in a deployed configuration;

[0043] Figure 3 yes Figure 1 and Figure 2 Exploded view of the cargo lifting system;

[0044] Figure 4 yes Figure 3 An enlarged partial perspective view of the intermediate guide rail and the deck frame of the cargo lifting system;

[0045] Figure 5A yes Figure 4A top plan view of the intermediate rail and the panel frame, wherein the panel frame is retracted into the intermediate rail and the retainer of the panel frame is in a locked state to prevent the panel frame from moving relative to the intermediate rail;

[0046] Figure 5B yes Figure 4 A top plan view of an intermediate rail and a deck frame, wherein the deck frame extends from the intermediate rail and a retainer of the deck frame is in an unlocked state to permit movement of the deck frame relative to the intermediate rail;

[0047] Figures 6A-6D yes Figure 1 A perspective view of a cargo lift system of FIG. 1 showing the cargo lift system transitioning from a fully stowed state to a fully deployed state in a rigid deployment mode;

[0048] Figures 7A-7I yes Figure 1 A perspective view of a cargo lift system of FIG. 1 showing the cargo lift system transitioning from a fully stowed state to a fully deployed state in an articulated deployment mode;

[0049] Figure 8 Is used for operation Figure 1 A schematic layout of a control unit of a cargo lifting system; and

[0050] Fig. 9 Is used for Figure 8 Control unit to operate Figure 1 Example operating sequence of a cargo lifting system.

[0051] Corresponding reference numerals indicate corresponding parts throughout the drawings. DETAILED DESCRIPTION

[0052] Example configurations will now be described more fully with reference to the accompanying drawings. Example configurations are provided so that the disclosure will be thorough and will fully convey the scope of the disclosure to those of ordinary skill in the art. Numerous specific details (such as examples of specific components, devices, and methods) are set forth to provide a thorough understanding of the configurations of the disclosure. It will be apparent to those of ordinary skill in the art that specific details need not be employed, that example configurations may be embodied in many different forms, and that the specific details and example configurations should not be construed as limiting the scope of the disclosure.

[0053] The terms used herein are only used for the purpose of describing specific exemplary configurations and are not intended to be limiting. As used herein, the singular articles "a", "an" and "the" may be intended to also include plural forms unless the context clearly indicates otherwise. The terms "comprises", "comprising", "including" and "having" are inclusive, and thus specify the presence of features, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, steps, operations, elements, parts and / or groups thereof. The method steps, processes and operations described herein will not be interpreted as necessarily requiring them to be performed in the specific order discussed or illustrated, unless specifically identified as the order of execution. Additional or alternative steps may be adopted.

[0054] When an element or layer is referred to as being "on," "engaged to," "connected to," "attached to," or "coupled to" another element or layer, it may be directly on, engaged, connected, attached to, or coupled to the other element or layer, or there may be intervening elements or layers. In contrast, when an element is referred to as being "directly on," "directly engaged to," "directly connected to," "directly attached to," or "directly coupled to" another element or layer, there may be no intervening elements or layers. Other words used to describe the relationship between elements should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.). As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0055] The terms "first", "second", "third", etc. may be used herein to describe various elements, components, regions, layers and / or sections. These elements, components, regions, layers and / or sections should not be limited by these terms. These terms may only be used to distinguish one element, component, region, layer or section from another region, layer or section. Terms such as "first", "second" and other numerical terms do not imply a sequence or order unless the context clearly indicates. Therefore, the first element, component, region, layer or section discussed below may be referred to as a second element, component, region, layer or section without departing from the teaching of the example configuration.

[0056] In this application (including the definitions below), the term "module" may be replaced with the term "circuit". The term "module" may refer to, be part of, or include: an application specific integrated circuit (ASIC); a digital, analog, or mixed analog / digital discrete circuit; a digital, analog, or mixed analog / digital integrated circuit; a combinational logic circuit; a field programmable gate array (FPGA); a processor (shared, dedicated, or group) that executes code; a memory (shared, dedicated, or group) that stores code executed by the processor; other suitable hardware components that provide the described functionality; or a combination of some or all of the above, such as in a system on a chip.

[0057] The term "code" as used above may include software, firmware and / or microcode, and may refer to a program, a routine, a function, a class and / or an object. The term "shared processor" covers a single processor that executes some or all codes from multiple modules. The term "group processor" covers a processor that is combined with an additional processor to execute some or all codes from one or more modules. The term "shared memory" covers a single memory that stores some or all codes from multiple modules. The term "group memory" covers a memory that is combined with an additional memory to store some or all codes from one or more modules. The term "memory" may be a subset of the term "computer-readable medium". The term "computer-readable medium" does not cover temporary electrical signals and electromagnetic signals propagated through the medium, and therefore can be regarded as tangible and non-temporary memory. Non-limiting examples of non-temporary memory include tangible computer-readable media, which include non-volatile memory, magnetic storage devices, and optical storage devices.

[0058] The devices and methods described in this application may be implemented in part or in whole by one or more computer programs executed by one or more processors. The computer program includes processor executable instructions stored on at least one non-transitory tangible computer readable medium. The computer program may also include and / or rely on stored data.

[0059] A software application (i.e., a software resource) may refer to computer software that causes a computing device to perform tasks. In some examples, a software application may be referred to as an "application," "app," or "program." Example applications include, but are not limited to, system diagnostic applications, system management applications, system maintenance applications, word processing applications, spreadsheet applications, messaging applications, streaming media applications, social networking applications, and gaming applications.

[0060] Non-transitory memory can be a physical device used to temporarily or permanently store programs (e.g., instruction sequences) or data (e.g., program state information) for use by a computing device. Non-transitory memory can be volatile and / or non-volatile addressable semiconductor memory. Examples of non-volatile memory include, but are not limited to, flash memory and read-only memory (ROM) / programmable read-only memory (PROM) / erasable programmable read-only memory (EPROM) / electrically erasable programmable read-only memory (EEPROM) (e.g., commonly used for firmware, such as boot programs). Examples of volatile memory include, but are not limited to, random access memory (RAM), dynamic random access memory (DRAM), static random access memory (SRAM), phase change memory (PCM), and disk or tape.

[0061] These computer programs (also referred to as programs, software, software applications, or code) include machine instructions for a programmable processor and can be implemented in high-level procedural and / or object-oriented programming languages ​​and / or in assembly / machine language. As used herein, the terms "machine-readable medium" and "computer-readable medium" refer to any computer program product, non-transitory computer-readable medium, device, and / or means (e.g., disk, optical disk, memory, programmable logic device (PLD)) for providing machine instructions and / or data to a programmable processor, including a machine-readable medium that receives machine instructions as a machine-readable signal. The term "machine-readable signal" refers to any signal for providing machine instructions and / or data to a programmable processor.

[0062] Various implementations of the systems and techniques described herein can be implemented in digital electronic and / or optical circuit systems, integrated circuit systems, specially designed ASICs (application specific integrated circuits), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include implementations in one or more computer programs executable and / or interpretable on a programmable system including at least one programmable processor, which can be special purpose or general purpose, coupled to receive data and instructions from and transmit data and instructions to a storage system, at least one input device, and at least one output device.

[0063] The processes and logic flows described in this specification can be performed by one or more programmable processors (also referred to as data processing hardware) executing one or more computer programs to perform functions by operating on input data and generating outputs. The processes and logic flows can also be performed by a dedicated logic circuit system (e.g., FPGA (field programmable gate array) or ASIC (application-specific integrated circuit)). For example, processors suitable for executing computer programs include both general-purpose and special-purpose microprocessors, and any one or more processors of any kind of digital computer. Typically, the processor will receive instructions and data from a read-only memory or a random access memory or both. The basic elements of a computer are a processor for executing instructions and one or more memory devices for storing instructions and data. Typically, a computer will also include one or more mass storage devices for storing data, such as a magnetic disk, a magneto-optical disk, or an optical disk, or be operatively connected to receive data from or transmit data to one or more mass storage devices for storing data or both. However, a computer does not need to have such a device. Computer-readable media suitable for storing computer program instructions and data include all forms of nonvolatile memory, media, and storage devices, including, by way of example: semiconductor memory devices, such as EPROM, EEPROM, and flash memory devices; magnetic disks, such as internal hard disks or removable disks; magneto-optical disks; and CD ROM and DVD-ROM disks. The processor and memory can be supplemented by, or incorporated in, special purpose logic circuitry.

[0064] To provide interaction with a user, one or more aspects of the present disclosure can be implemented on a computer having: a display device for displaying information to the user, such as a CRT (cathode ray tube), LCD (liquid crystal display) monitor, or touch screen; and optionally a keyboard and pointing device, such as a mouse or trackball, through which the user can provide input to the computer. Other types of devices can also be used to provide interaction with the user; for example, the feedback provided to the user can be any form of sensory feedback, such as visual feedback, auditory feedback, or tactile feedback; and the input from the user can be received in any form, including acoustic input, voice input, or tactile input. In addition, the computer can interact with the user by sending documents to and receiving documents from a device used by the user; for example, by sending a web page to a web browser on a user's client device in response to a request received from the web browser.

[0065] refer to Figure 1-3, a cargo lift system 100 for a motor vehicle 10 according to an example of the present disclosure is provided. The cargo lift system 100 of the present disclosure is shown in relation to the motor vehicle 10, which includes a body defining a passenger cabin 12 at a forward portion of the vehicle 10 and a rear cargo area 14 at a rear portion of the vehicle 10. As shown, the cargo area 14 is accessible through a rear hatch 16. The motor vehicle 10 may further include a rear bumper 18 positioned adjacent to the rear cargo area 14 and below the rear hatch 16.

[0066] The cargo lift system 100 is disposed within the cargo area 14 of the vehicle 10 and can be in a stowed configuration ( Figure 1 ) and the expanded configuration ( Figure 2 ). Generally, and as discussed in more detail below, the cargo lift system 100 can be operated in different deployed states. For example, Figure 2 In the embodiment of the present invention, the cargo lift system 100 is deployed in an articulated deployment mode, whereby the cargo lift system 100 extends from the rear hatch 16 and folds over the rear bumper 18 to a lifted position adjacent to a ground surface associated with the vehicle 10. Alternatively, the cargo lift system 100 may be deployed in a rigid or non-articulated deployment mode, whereby the cargo lift system 100 simply extends from the rear hatch 16 of the cargo area 14 without articulation or folding ( Fig.6D ). In the rigid deployment mode, the panel system 102 defines a rigid support platform that can be extended from and retracted into the cargo area 14. In the articulated deployment mode, the panel system 102 includes a plurality of segments that are articulated in a vertical direction relative to the frame system 104 and the cargo area 14 to lift cargo from the ground surface into the cargo area 14.

[0067] The cargo lift system 100 includes a panel system 102 operable to be in a stowed configuration ( Figure 1 ) and the expanded configuration ( Figure 2 and Fig.6D ). The cargo lift system 100 further includes a frame system 104 that supports the panel system 102 on a floor panel of the vehicle 10 within the cargo area 14. More particularly, the frame system 104 includes one or more components operable to slidably support the panel system 102 for movement between the stowed configuration and the deployed configuration. In the illustrated example, the cargo lift system is configured as a telescopic cargo lift system 100 whereby components of the frame system 104 and the panel system 102 slide independently of one another to facilitate extension of the panel system 102 from the cargo area 14.

[0068] refer to Figure 1The cargo lifting system 100 further includes a locking rod 106 attached to the deck system 102. Generally, the locking rod 106 is operable to be in a locked state and an unlocked state ( Figure 1 ), thereby selectively converting the panel system 102 between the articulated mode and the rigid mode. For example, the locking rod 106 can be moved to the first position (e.g., retracted into the cargo lifting system 100) to select the rigid deployment mode. Alternatively, as Figure 1 As shown in , the locking bar 106 can be moved to a second position (e.g., pulled out from the cargo lifting system 100) to select the articulated deployment mode. Figures 6A-6D and Figures 7A-7I 1 to more fully describe the operation of the cargo lifting system 100 in the rigid deployment mode and the articulated deployment mode.

[0069] Still reference Figure 1 , the cargo lifting system 100 includes an actuator system 108 configured to move the panel system 102 between a stowed configuration and an expanded configuration. The actuator system 108 can be electric and communicate with the vehicle control system 300 to receive and execute instructions for moving between the stowed configuration and the expanded configuration. Typically, the actuator system 108 is configured to facilitate linear or translational movement of the panel system 102 relative to the frame system 104. In other words, the actuator system 108 operates in an extension mode to move the panel system 102 along a first direction D1 to an expanded configuration, and in a retracted mode to move the panel system along an opposite second direction D2 to a stowed configuration. The actuator system 108 may further include one or more electric latches or locks for securing the panel system 102 in a stowed or expanded configuration.

[0070] refer to Figure 1 and Figure 2 , the cargo lifting system 100 includes a cargo hook 110 pivotally attached to the deck system 102. Generally, the cargo hook 110 is operable to be in a retracted state ( Figure 1 ) to the extended state ( Figure 2 ) in the retracted state. In the retracted state, the cargo hook 110 is positioned within or adjacent to the deck system 102. For example, in the retracted state, the cargo hook 110 may be folded against or received flush with the upper support surface 103 of the deck system 102. Alternatively, the cargo hook 110 may be moved to an extended state, whereby the cargo hook 110 pivots away from the upper support surface 103 of the deck system 102. In the extended state, the cargo hook 110 is spaced apart from the upper support surface 103 and is configured to engage a unit of cargo. In a specific example, the cargo hook 110 is configured to engage a wheelchair positioned on a ground surface adjacent to the rear bumper 18. Then, when the deck system 102 returns to the stowed configuration, the cargo hook 110 acts to lift the cargo or wheelchair into the cargo area 14.

[0071] Reference now Figure 3 , the frame system 104 includes: a base frame 112, which is attached to the floor panel of the cargo area 14; one or more base rails 114, which are fixed to the base frame 112; and one or more intermediate rails 116, each of which is configured to slidably engage with a corresponding one of the base rails 114. Generally, each of the base frame 112 and the base rails 114 is configured to be fixed to the floor panel in a fixed state, and the intermediate rails 116 are slidably attached to the base rails 114 in a manner that allows the intermediate rails 116 to translate along the base rails 114 in a first direction D1 and a second direction D2. The deck system 102 includes a deck frame 118 and a platform 120, which are attached to the frame system 104 via the intermediate rails 116. As discussed in more detail below, the deck frame 118 is operable to translate relative to the intermediate rail 116 in the first direction D1 and the second direction D2, and the platform 120 is attached to and moves with the deck frame 118 in the first direction D1 and the second direction D2.

[0072] The base frame 112 includes a frame structure having a plurality of base frame side members 122 extending along the longitudinal direction of the cargo area 14 (i.e., along the first direction D1 and the second direction D2). In the illustrated example, the base frame side members 122 include a pair of base frame side members 122 extending along opposite sides of the base frame 112 and defining an overall length of the base frame 112. The base frame 112 further includes a plurality of base frame cross members 124 connecting the base frame side members 122 and defining an overall width of the base frame 112. In general, the base frame 112 is configured to provide a mounting interface between the floor of the vehicle 10 and the cargo lift system 100. Therefore, it will be appreciated that the arrangement and number of the base frame side members 122 and the base frame cross members 124 may be modified to accommodate mounting structures of different vehicle bodies.

[0073] Still reference Figure 3 , the frame system 104 includes one or more base rails 114 attached to the base frame 112. In the illustrated example, the frame system 104 includes a pair of base rails 114, each of which is attached to a respective one of the base frame side members 122. The base rails 114 are attached in a fixed manner relative to the base frame 112, whereby, when the frame system 104 is assembled, the base rails 114 do not move relative to the base frame 112 during normal operation (i.e., transitioning between the stowed configuration and the deployed configuration).

[0074] Each of the base rails 114 extends from a first end 126 to an opposite second end 128 along the longitudinal direction of the vehicle 10. The distance from the first end 126 to the second end 128 defines the length of the base rail 114, which can be selected based on the size of the vehicle cargo area 14. Each base rail 114 includes a base rail bottom wall 130 extending from the first end 126 to the second end 128. The base rail 114 further includes a pair of base rail side walls 132 extending from opposite sides of the base rail bottom wall 130. Each base rail side wall 132 includes a base rail recess 134 formed at an upper edge or distal edge of the base rail side wall 132 adjacent to the second end 128 of the base rail 114. As discussed below, the base rail notches 134 are configured to engage with the retainers 154 of the intermediate rails 116 to facilitate progressive deployment and retraction of the components of the cargo lift system 100 .

[0075] The base rail bottom wall 130 and the base rail side walls 132 cooperate to define a base rail channel 136 extending along the length of the base rail 114 between the first end 126 and the second end 128. In the illustrated example, the base rail channel 136 extends continuously from the first end 126 to the second end 128, whereby the ends 126 and 128 of the base rail 114 are open. As discussed below, the base rail channel 136 of each base rail 114 is configured to slidably receive a corresponding one of the intermediate rails 116. Optionally, each of the base rail side walls 132 includes one or more guides 138 that are configured to engage with the intermediate rails 116 and retain them within the base rail 114. For example, the base rail sidewall 132 may include one or more elongated guide slots 138 formed at least partially through the thickness of the base rail sidewall 132 and extending from the first end 126 to the second end 128 along a longitudinal direction parallel to the base rail bottom wall 130. Additionally or alternatively, the base rail sidewall 132 may include a flange or lip formed along an upper distal end thereof that functions to capture or retain the intermediate rail within the base rail channel 136.

[0076] Continue to refer Figure 3 , the frame system 104 includes one or more intermediate rails 116 operable to translate along corresponding base rails 114. Generally, the intermediate rails 116 and the base rails 114 have a telescopic relationship, whereby the intermediate rails 116 are received within and selectively extend from the base rails 114. In the illustrated example, the intermediate rails 116 are configured to be slidably received within the base rail channel 136, whereby the intermediate rails 116 move between a stowed configuration located within the base rail channel 136 and a deployed configuration extending from the second end 128 of the base rail channel 136.

[0077] Each of the middle rails 116 extends from a first end 140 to an opposite second end 142 along the longitudinal direction D1, D2 of the vehicle 10. The distance from the first end 140 to the second end 142 defines the length of the middle rail 116, which can be selected based on the size of the vehicle cargo area 14. Each middle rail 116 includes a middle rail bottom wall 144 extending from the first end 140 to the second end 142. The middle rail 116 further includes a pair of middle rail side walls 146 extending from opposite sides of the middle rail bottom wall 144. Each middle rail side wall 146 includes a middle rail recess 152 formed at an upper or distal edge of the middle rail side wall 146 between the first end 140 and the second end 142 of the middle rail side wall 146. Each middle rail side wall 146 further includes a retainer 154 attached to the middle rail side wall 146 adjacent to the middle rail recess 152. As discussed below, the retainers 154 of the intermediate rail 116 are configured to engage with the intermediate rail recesses 152 and the base rail recesses 134 to facilitate progressive deployment and retraction of the components of the cargo lift system 100 .

[0078] The intermediate rail bottom wall 144 and the intermediate rail side walls 146 cooperate to define an intermediate rail channel 148 extending along the length of the intermediate rail 116 between the first end 140 and the second end 142. In the illustrated example, the intermediate rail channel 148 extends continuously from the first end 140 to the second end 142, whereby the ends 140, 142 of the intermediate rail 116 are open. As discussed below, the intermediate rail channel 148 of each intermediate rail 116 is configured to be slidably received within a corresponding one of the base rails 114. Optionally, each of the intermediate rail side walls 146 includes one or more bearings 150 that are configured to engage with the intermediate rail 116 and retain it within the base rail 114. For example, the intermediate rail side walls 146 may include one or more rollers 150 extending from the intermediate rail side walls 146. The rollers 150 are operable to provide a rolling interface between the intermediate rail 116 and the base rail bottom wall 130. Optionally, each roller 150 may include a roller shaft 151 that is configured to be slidably received within one of the base rail guides 138 when the intermediate rail 116 is received within the base rail channel 136. The sliding engagement between the roller shaft 151 and the base rail guide 138 provides two functions. First, the sliding engagement acts to limit the vertical movement of the intermediate rail 116 within the base rail channel 136, thereby retaining the intermediate rail 116 within the base rail 114. Second, the base rail guide 138 acts as a travel limit in the longitudinal direction (i.e., from the first end 126 to the second end 128) to limit the longitudinal movement of the intermediate rail 116 relative to the base rail 114. Thus, during transition of the cargo lift system to the deployed configuration, base rail guides 138 prevent intermediate rails 116 from overextending from base rail channels 136. In other words, base rail guides 138 define the distances that intermediate rails 116 can travel or slide relative to the base rails in first and second directions D1, D2.

[0079] refer to Figure 4 -6, provides an example of the middle rail recess 152 and the retainer 154 of the middle rail 116. Generally, the retainer 154 is operable to be in a locked state ( Figure 4 ) and unlocked ( Figure 4In the locked state, each retainer 154 engages a portion of the panel system 102 to prevent relative translational movement between the intermediate rail 116 and the panel system 102. Conversely, in the unlocked state, each retainer 154 is disengaged from the panel system 102 to permit relative translational movement between the intermediate rail 116 and the panel system 102. Thus, the retainers 154 function to provide a progressive deployment of the cargo lift system 100, whereby when the intermediate rail 116 is fully deployed from the base rail 114, until the retainers 154 are released from the locked state ( Figure 5A ) moves to the unlocked state ( Figure 5B ), the cabin panel system 102 moves relative to the middle guide rail 116.

[0080] like Figure 4 As detailed in , each retainer 154 includes: a first end 156, which is attached to the middle rail 116; and a distal second end 158, which is freely suspended and is operable to move relative to the first end 156 to transition the retainer 154 between the locked state and the unlocked state. In the illustrated example, the retainer 154 is formed as a spring element, which has: a first end 156, which is attached to the middle rail side wall 146 adjacent to the middle rail recess 152; and a second end 158, which extends from the middle rail side wall 146 into the middle rail channel 148. The retainer 154 can be described as including the following: a flat portion 160 at the first end 156, which is attached to the middle rail side wall 146; a spring portion 162, which extends between the flat portion 160 and the second end 158; and a catch 164 at the second end 158, which is disposed at the distal end of the spring portion 162.

[0081] Typically, the spring portion 162 is configured to provide resilience to the retainer 154 to facilitate movement between the locked state and the unlocked state. The latch portion 164 is configured to engage a portion of the panel system 102 when the retainer 154 is in the locked state to prevent the panel system 102 from moving relative to the middle rail 116. In the illustrated example, the spring portion 162 includes a flat spring having a plurality of arcuate spring segments 166, 168, 170, which are configured to facilitate the flexibility and retention function of the retainer 154. In particular, the spring portion 162 includes a first arcuate spring segment 166 extending from the flat portion 160. The first arcuate spring segment 166 is bent outwardly relative to the centerline of the middle rail 116. In other words, the first arcuate spring segment 166 defines a concave curvature facing outward from the centerline of the middle rail 116.

[0082] The second arc-shaped spring segment 168 extends from the first arc-shaped spring segment 166 and bends in a direction opposite to the first arc-shaped spring segment 166. Figure 4-5BAs shown in FIG. 1 , the second arcuate spring segment 168 forms a protruding bump or protrusion that is formed when the retainer 154 is in a natural unbiased state ( Figure 4 The lug or protrusion extends outwardly from the middle rail side wall 146 a first distance when viewed from the phantom line of FIG. Figure 5B As shown in FIG, the projection defined by the second arc-shaped spring segment 168 of the retainer 154 is configured to move when the cargo lifting system 100 is moved to the deployed configuration ( Figure 5B ), whereby the second arcuate spring segment 168 contacts the end of the base rail side wall 132 to limit the movement of the intermediate rail along the second direction D2 relative to the base rail 114. In other words, when the retainer 154 is in a natural unbiased state, the width defined across the second arcuate spring segment 168 is greater than the width across the base rail side wall 132.

[0083] The third arcuate spring segment 170 extends from the second arcuate spring segment 168 and bends in a direction opposite to the second arcuate spring segment 168. Thus, the third arcuate spring segment 170 defines a concave surface facing outward from the centerline of the intermediate rail 116.

[0084] The latch portion 164 is disposed at the distal end of the spring portion 162 and is configured to lock when the retainer 154 is in the locked state ( Figure 4 , Figure 5A ) when engaging the panel system 102. In the illustrated example, the latch portion 164 is formed as a finger or tab 164 extending inwardly toward the centerline of the intermediate rail 116. The tab 164 defines an inner surface 165 that abuts an opposite end surface of the panel system 102 when the retainer is in the locked state, whereby the inner surface 165 prevents the panel system 102 from moving relative to the intermediate rail 116 in the first direction D1.

[0085] Reference again Figure 3 , the deck system 102 includes a deck frame 118 slidably coupled to the middle rail 116 and a platform 120 attached to the deck frame 118. Thus, the platform 120 is configured to translate relative to the middle rail 116 together with the deck frame 118. Generally, the deck system 102 is configured to transition from a flat state to an articulated state by articulating along a series of joints when the cargo lifting system 100 moves to a deployed configuration in an articulated operating mode, such as Figure 2 as shown in .

[0086] The panel frame 118 includes a series of panel frame segments 176a-176c, which are pivotally attached to each other at corresponding joints 178a-178b formed between intermediate ones of the panel frame segments 176a-176c. In particular, the panel frame 118 includes a first panel frame segment 176a and a second panel frame segment 176b, which are pivotally connected to each other at a first panel frame joint 178a formed between the first panel frame segment 176a and the second panel frame segment 176b. The panel frame 118 of this example further includes a third panel frame segment 176c, which is pivotally connected to the second panel frame segment 176b through a second panel frame joint 178b. The panel frame joints 178a, 178b can be formed as hinge elements, each of which is attached to an adjacent one of the panel frame segments 176a-176c. When the panel system 102 moves to the deployed configuration in the articulated operating mode, the first panel frame segment 176a remains slidably connected to the intermediate rail 116, while the second panel frame segment 176b and the third panel frame segment 176c extend from the intermediate rail 116 and are hinged or pivoted toward the ground surface relative to the first panel frame segment 176a. Therefore, the second panel frame segment 176b and the third panel frame segment 176c can be referred to as articulated panel frame segments 176b, 176c. Although the illustrated panel frame 118 includes three panel frame segments 176a-176c and two corresponding panel frame joints 178a-178b, other configurations may include any number of panel frame segments and corresponding panel frame joints.

[0087] The deck frame segments 176a-176c are each constructed of a pair of deck frame side rails 180 extending in a longitudinal direction (i.e., parallel to the first direction D1); and corresponding deck frame cross members 182 extending between and connecting the deck frame side rails 180. The deck frame side rails 180 may include one or more deck frame bearing elements 184 configured to provide a sliding interface between the deck frame side rails 180 and the intermediate rails 116. In the illustrated example, the deck frame bearing elements 184 include sliding bearing elements configured to slide along the intermediate rail bottom wall 144 when the deck frame side rails 180 are received in the intermediate rail channel 148. However, in other examples, the deck frame bearing elements 184 may include dynamic bearing elements, such as rollers or ball bearing components.

[0088] like Figure 4-5BAs best shown in FIG. 1 , the bulkhead frame side rails 180 include one or more bulkhead frame walls 186 extending along the length of the bulkhead frame side rails 180. The bulkhead frame walls 186 may include outer walls and / or inner ribs (i.e., spaced inwardly from the outer walls). The bulkhead frame walls 186 of the bulkhead frame side rails 180 may include one or more bulkhead frame recesses 188 formed therein. Generally, the bulkhead frame recesses 188 are configured to receive the second end 158 of the corresponding retainer 154 to allow the latch portion 164 of the retainer 154 to engage an end portion of one of the bulkhead frame walls 186 when the retainer is in the locked state. In the illustrated example, the bulkhead frame recesses 188 are formed in the bulkhead frame wall 186 of the second bulkhead frame segment 176b adjacent to the second bulkhead frame joint 178b. In other words, the bulkhead frame recesses 188 are positioned to be received when the cargo lifting system 100 is in the stowed state ( Figure 5A ) when aligned with retainers 154 and receiving these retainers.

[0089] The platform 120 includes a plurality of platform panels or segments 196a-196c attached to the deck frame segments 176a-176c, respectively. Adjacent ones of the platform panels 196a-196c are separated from each other by respective platform joints 198a, 198b, whereby the platform panels 196a-196c are not directly connected to each other but are operable to be hinged relative to other ones of the deck panels 196a-196c via the deck frame joints 178a-178b. When the deck system 102 is in a stowed configuration or a rigid deployed configuration, the platform panels 196a-196c cooperate to define the upper support surface 103 of the deck system 102.

[0090] Continue to refer Figure 3, the locking rod 106 is attached along the underside of the panel frame 118 and is operable to move between a locked position to prevent articulation of the panel system 102 and an unlocked position to permit articulation of the panel system 102. The locking rod 106 includes a locking rod frame 206, which includes a pair of locking rod frame segments 208a, 208b. Each locking rod frame segment 208a, 208b includes a pair of locking rod side members 210a, 210b attached in series with the locking rod side members 210a, 210b of the adjacent locking rod frame segments 208a, 208b. The locking rod frame segments 208a, 208b are pivotally coupled to each other at a locking rod joint 212a, whereby adjacent ones of the locking rod frame segments 208a, 208b are able to articulate relative to each other along the corresponding locking rod joint 212a. The locking lever frame 206 further includes a locking lever handle 214 that is pivotally coupled to an end of one of the locking lever frame segments 208b along a second one of the locking lever joints 212b. Thus, the locking lever frame 206 includes a first locking lever frame segment 208a, a second locking lever frame segment 208b, and a locking lever handle 214 that are arranged in series and coupled to each other via locking lever joints 212a, 212b, respectively.

[0091] The locking rod joints 212a, 212b are spaced apart from each other by a distance D 212 , which corresponds to the distance D between the deck frame joints 178a, 178b. 178 In use, the corresponding spacing of the locking rod joints 212a, 212b and the deck frame joints 178a, 178b allows the locking rod 106 to be operated between a locked position and an unlocked position. Fig. 6A ), the locking rod 106 is retracted or pushed relative to the panel frame 118 in the second direction D2, and the locking rod joints 212a, 212b are offset or misaligned relative to the panel frame joints 178a, 178b in the second direction D2. In other words, when the locking rod 106 is in the locked position, the locking rod joints 212a, 212b are not vertically aligned. Therefore, in the locked position, the panel frame joints 178a, 178b are vertically positioned above the rigid locking rod side members 210a, 210b, so that the locking rod side members 210a, 210b act as brackets to prevent relative articulation between neighbors of the panel frame segments 176a-176c at the panel frame joints 178a-178b. Conversely, in the unlocked position ( Figure 7B), the locking rod 106 is extended or pulled relative to the deck frame 118 in the first direction D1, and the locking rod joints 212a, 212b are aligned with the deck frame joints 178a, 178b in the vertical direction. Therefore, in the unlocked position, the deck frame joints 178a, 178b are positioned vertically above the locking rod joints 212a, 212b, so that the deck frame segments 176a-176c can be articulated with the locking rod joints 212a, 212b.

[0092] refer to Figure 1-3 , the cargo hook 110 is pivotally attached to the third platform panel 196c. The cargo hook 110 includes a cargo hook lower arm 190 pivotally attached to the deck system 102 at a cargo hook pivot 194. The cargo hook 110 further includes a cargo hook upper arm 192 attached to a distal end of the cargo hook lower arm 190 away from the cargo hook pivot 194. In use, the cargo hook 110 is operable to move from a retracted state ( Figure 1 ) pivots to the extended position ( Figure 2 ). Although the cargo hook 110 may be powered (e.g., a motor), the illustrated cargo hook 110 operates under the action of gravity. Thus, when the cargo lift system 100 is moved to the articulated deployment configuration, the weight of the cargo hook 110 causes the cargo hook 110 to automatically pivot on the cargo hook pivot 194 to the extended state.

[0093] The actuator system 108 is generally configured to move the cargo lifting system 100 between the deployed configuration and the stowed configuration. In the illustrated example, the actuator system 108 includes an actuator motor 216 and an actuator drive 218 that couples the actuator motor 216 to the deck system 102. Although the illustrated actuator drive 218 includes a pulley system operable to pull the deck system 102 in the first direction D1 and the second direction D2, other types of linear actuator systems may be utilized. For example, a screw drive or a gear system may be used instead of or in combination with a pulley system.

[0094] refer to Figures 6A-6D , step-by-step illustrates the operation of the cargo lift system 100 from the stowed configuration to the deployed configuration when the cargo lift system 100 is in the rigid deployment mode (ie, the locking bar 106 is retracted). Fig. 6A The cargo lift system 100 is shown in a fully stowed configuration.

[0095] Figure 6BAn initial deployment step is shown, whereby the cargo lift system 100 is biased in the first direction D1 by the actuator system 108. Here, the intermediate rail 116 initially translates in the first direction D1 relative to the base rail 114. However, as previously discussed, the relative movement between the deck system 102 and the intermediate rail 116 is limited by the retainer 154, whereby during the initial deployment step, the deck system 102 moves in the first direction D1 together with the intermediate rail 116. Figure 5A When the intermediate rail 116 is fully retracted into the base rail 114, the base rail sidewall 132 is biased against the projection formed by the second arc-shaped spring segment 168 of the retainer 154 to move the second end 158 of the retainer 154 inwardly toward the centerline of the corresponding intermediate rail 116. When biased inwardly, the latch 164 formed at the second end 158 of the retainer 154 engages or "latches" the end of the panel frame wall 186. Therefore, when the retainer 154 is biased inwardly by the base rail sidewall 132, the latch 164 prevents the panel frame wall 186 from moving beyond the retainer in the first direction D1, thereby causing the panel system 102 to pass through Figure 6B The initial deployment step moves synchronously with the intermediate guide rail 116.

[0096] exist Figure 6B 176a and 176b and the first and second platform panels 196a and 196b are supported by the base rail 114 within the cargo area 14, while the second end of the intermediate rail 116 and the third deck frame segment 176c are suspended from the second end 128 of the base rail 114. In particular, the third deck frame segment 176c and the third platform panel 196c are supported above the bumper 18 by the length of the intermediate rail 116 between the second end 142 and the intermediate rail recess 188. In other words, the third deck frame segment 176c and the third platform panel 196c are also suspended from the second end 128 of the base rail 114. Therefore, by limiting the movement of the deck system 102 relative to the intermediate rail 116 until the intermediate rail 116 moves to the initial deployed position ( Figure 6B ), the panel system 102 is supported above the rear bumper 18 and suspended thereon to avoid impacting or interfering with the rear bumper 18.

[0097] When the panel system 102 moves to Figure 6B, the retainer 154 of the intermediate rail 116 moves in the first direction D1 within the base rail channel 136 and aligns with the base rail recess 134 formed at the second end 128 of the base rail 114. Therefore, the base rail sidewall 132 acts to constrain the retainer 154 in an inwardly biased state through the initial deployment step until the retainer 154 is aligned with the base rail recess 134. When the retainer 154 is aligned with the base rail recess 134, the natural biasing force of the spring portion 162 causes the spring portion 162 and the latch portion 164 to move outwardly in the third direction D3 and enter the base rail recess 134, as shown in FIG. Figure 5B As the latches 164 move outward, the latches 164 disengage from the ends of the deck frame walls 186 of the deck frame 118, thereby allowing the deck frame 118 to pass between the latches 164 and move relative to the intermediate rail 116 in the first direction D1.

[0098] like Figure 6C , when the retainer 154 is moved outward to the unlocked state, the deck system 102 can be moved to the secondary deployment position through the secondary deployment step, in which the intermediate rail 116 is extended relative to the base rail 114 and the deck system 102 is extended relative to the intermediate rail 116. In the secondary deployment position, the second deck frame joint 178b is aligned with the second end 142 of the intermediate rail 116, whereby the first and second deck frame segments 176a and 176b and the first and second platform panels 196a and 196b are supported above the intermediate rail 116 and the bumper 18, while the third deck frame segment 176c and the third platform panel 196c are suspended from the intermediate rail 116 beyond the bumper 18.

[0099] exist Fig.6D , the deck system 102 moves to a fully deployed state in the rigid deployment mode. In the fully deployed state, the first deck frame joint 178a is aligned with the second end 142 of the center rail 116, whereby the first deck frame segment 176a and the first platform panel 196a are supported above the center rail 116 and the bumper, while the second and third deck frame segments 176b, 176c and the second and third platform panels 196b, 196c are suspended from the center rail 116 and extend beyond the bumper 18.

[0100] In order to return to the stowed state, the above-described operation can be reversed. In particular, the panel system 102 is moved relative to the middle guide rail 116 along the second direction D2 to return the cargo lifting system 100 to the initial deployed position ( Figure 6B). Once the deck system 102 is fully retracted relative to the intermediate rail 116, the force applied to the deck system 102 in the second direction D2 biases the intermediate rail 116 in the second direction D2, whereby the retainer 154 is forced in the second direction D2 toward the base rail side wall 132. When the cargo lift system is in the primary deployed position and the secondary deployed position, the first arcuate spring segment 166 of the retainer 154 abuts the corresponding end of the base rail side wall 132, and the base rail side wall 132 biases the spring portion 162 of the retainer 154 ( Figure 5B Here, the tabs associated with the second arcuate spring segments 168 are biased inwardly by the base rail sidewalls 132 to move the latches 164 inwardly in a fourth direction (D4) where the latches reengage the ends of the deck frame walls 186 ( Figure 5A ).

[0101] refer to Figures 7A-7H , step-by-step illustrates the operation of the cargo lifting system 100 from the stowed configuration to the deployed configuration when the cargo lifting system 100 is in the articulated deployment mode (ie, the locking bar 106 is extended). Fig. 7A The cargo lift system 100 is shown in a fully stowed configuration.

[0102] exist Figure 7B and Figure 7C In the embodiment of the present invention, the locking rod 106 is moved to the unlocked position, whereby the locking rod handle 214 is pulled out of the cargo lifting system 100 along the first direction D1 ( Figure 7B ) and pivots downward about the second locking rod joint 212b ( Figure 7C ). As previously discussed, moving the locking rod 106 to the unlocked position causes the locking rod joints 212a, 212b to align with the second deck frame joint 178b in a vertical direction. In other words, in the unlocked position, the first locking rod joint 212a and the second deck frame joint 178b are spaced to allow the deck system 102 to articulate.

[0103] Fig.7D 1 shows an initial deployment step of the articulated deployment mode, whereby the cargo lifting system 100 is biased in the first direction D1 by the actuator system 108. Here, the intermediate rail 116 initially translates in the first direction D1 relative to the base rail 114. However, as previously discussed, the relative movement between the deck system 102 and the intermediate rail 116 is limited by the retainer 154, whereby the deck system 102 moves in the first direction D1 together with the intermediate rail 116. Figure 5AWhen the intermediate rail 116 is fully retracted into the base rail 114, the base rail sidewall 132 is biased against the projection formed by the second arc-shaped spring segment 168 of the retainer 154 to bias the second end 158 of the retainer 154 inwardly toward the centerline of the corresponding intermediate rail 116. When biased inwardly, the latch 164 formed at the second end 158 of the retainer 154 engages or "latches" the end of the panel frame wall 186. Therefore, when the retainer 154 is biased inwardly, the latch 164 prevents the panel frame wall 186 from moving past the retainer in the first direction D1, thereby causing the panel system 102 to pass through Fig.7D The initial deployment step moves synchronously with the intermediate guide rail 116.

[0104] exist Fig.7D 176a and 176b and the first and second platform panels 196a and 196b are supported by the base rail 114 within the cargo area 14, while the second end of the intermediate rail 116 and the third deck frame segment 176c are suspended from the second end 128 of the base rail 114. In particular, the third deck frame segment 176c and the third platform panel 196c are supported above the bumper 18 by the length of the intermediate rail 116 between the second end 142 and the intermediate rail recess 188. In other words, the third deck frame segment 176c and the third platform panel 196c are also suspended from the second end 128 of the base rail 114. Therefore, by limiting the movement of the deck system 102 relative to the intermediate rail 116 until the intermediate rail 116 moves to the initial deployed position ( Fig.7D ), the panel system 102 is supported above the rear bumper 18 and suspended therefrom to avoid impacting or interfering with the rear bumper 18, particularly in the articulated deployment mode.

[0105] When the panel system 102 moves to Fig.7D , the retainer 154 of the intermediate rail 116 moves in the first direction D1 within the base rail channel 136 and aligns with the base rail recess 134 formed at the second end 128 of the base rail 114. Therefore, the base rail sidewall 132 acts to constrain the retainer 154 in an inwardly biased state through the initial deployment step until the retainer 154 is aligned with the base rail recess 134. When the retainer 154 is aligned with the base rail recess 134, the natural biasing force of the spring portion 162 causes the spring portion 162 and the latch portion 164 to move outwardly in the third direction D3 and enter the base rail recess 134, as shown in FIG. Figure 5B As the latches 164 move outward, the latches 164 disengage from the deck frame walls 186 of the deck frame 118, thereby allowing the deck frame 118 to pass between the latches 164 and move relative to the intermediate rail 116 in the first direction D1.

[0106] like Fig. 7E and Figure 7F , when the retainer 154 is moved outwardly to the unlocked state, the deck system 102 can be moved to the secondary deployment position through the secondary deployment step, in which the intermediate rail 116 is extended relative to the base rail 114 and the deck system 102 is extended relative to the intermediate rail 116. In the secondary deployment position, the second deck frame joint 178b is aligned with the second end 142 of the intermediate rail 116, whereby the first and second deck frame segments 176a and 176b and the first and second platform panels 196a and 196b are supported above the intermediate rail 116, while the third deck frame segment 176c and the third platform panel 196c are suspended from the intermediate rail 116. In the articulated deployment mode, the third deck frame segment 176c and the third platform panel 196c can pivot about the first locking rod joint 212a and the second deck frame joint 178b. Thus, the third deck frame segment 176c and the third platform panel 196c are pivoted toward the ground surface to a first hinged position, such as Figure 7F as shown in .

[0107] exist Figure 7G and Figure 7H , the deck system 102 moves to a fully deployed state. In the fully deployed state, the first deck frame joint 178a is aligned with the second end 142 of the intermediate rail 116, whereby the first deck frame segment 176a and the first platform panel 196a are supported above the intermediate rail 116, while the second and third deck frame segments 176b, 176c and the second and third platform panels 196b, 196c are suspended from the intermediate rail 116. In the articulated deployment mode, the second deck frame segment 176b and the second platform panel 196b are able to pivot about the first deck frame joint 178a because the distal ends of the locking rod side members 210a, 210b of the first locking rod frame segment 208a are aligned with the first deck frame joint 178a. Therefore, the third deck frame segment 176c and the third platform panel 196c pivot to a second articulated position adjacent to the ground surface supporting the vehicle 10, as shown in FIG. Figure 7H as shown in .

[0108] exist Fig.7I At 104, the cargo hook 110 transitions from the retracted state to the extended state. Although the illustrated example of the cargo hook 110 is extended under gravity, the cargo hook 110 may be powered to move between the extended state and the retracted state. In the extended state, the cargo hook upper arm 192 is spaced apart from the upper support surface 103, thereby enabling a cargo item or wheelchair to be attached to the cargo hook 110.

[0109] In order to return to the stowed state with cargo or a wheelchair, the above-described operation can be reversed. In particular, the panel system 102 is moved relative to the middle rail 116 along the second direction D2 to return the cargo lifting system 100 to the secondary deployed position ( Fig. 7E ) and then returns to the initial expanded position ( Figure 7C Once the deck system 102 is fully retracted relative to the intermediate rail 116, the force applied to the deck system 102 in the second direction D2 biases the intermediate rail 116 in the second direction D2, whereby the retainer is forced in the second direction D2 toward the base rail side wall 132. The first arcuate spring segment 166 of the retainer 154 contacts the corresponding end of the base rail side wall 132, and the end of the base rail side wall 132 biases the spring portion 162 of the retainer 154 inwardly in the fourth direction D4 ( Figure 5A Here, the tabs associated with the second arcuate spring segments 168 are biased inwardly by the base rail sidewalls 132 to move the latches 164 inwardly, where the latches 164 reengage the deck frame walls 186 ( Figure 5A ).

[0110] Figure 8 An example control system 300 for operating a cargo lift system 100 using an actuator system 108 is shown. The control system 300 includes the electric sliding floor motor 216 of the actuator system 108. In the illustrated example, the motor 216 includes a pulse sensor 302, an electromagnetic clutch 304, and a sliding load-bearing floor motor assembly 308, each connected to a central processing unit (CPU) 310 having a processor 312 and memory hardware 314. The control system 300 further includes a plurality of switches and peripheral devices, including a neutral switch and a full latch switch 320, a forward switch 322, a release switch 324, a buzzer 326, a main switch 330, and a floor switch 332.

[0111] Fig. 9An example sequence of operations for controlling the cargo lift system 100 using the control system 300 is shown. For example, in a first operation 400, a user presses an actuation button for a threshold time period (e.g., three seconds). The actuation button may be an existing button of a vehicle key fob, such as a hatch open button. By configuring the CPU 310 to recognize a threshold time period associated with depression of an existing button, the complexity of the key fob can be minimized by avoiding the need for additional buttons. While a three second period is provided as an example, other time thresholds may be utilized to operate the cargo lift system 100. Thus, the button of the key fob may be described as a dual-purpose button that is operable to send a first instruction for operating a first function of the vehicle 10 (e.g., locking the hatch, engine start) when engaged for a first time period less than the threshold time period and to send a second instruction for operating the cargo lift system 100 when engaged for a second time period greater than the threshold time period.

[0112] Upon receiving the actuation signal from the key fob, the CPU 310 sends a signal to the main switch 320 and the release switch 324 to provide power to the cargo lift system 100 at operation 402, and releases one or more latches or locks securing the position of the cargo lift system 100 at operations 404 and 406, respectively. At operation 408, the forward switch 322 is actuated to cause the actuator motor 216 to operate. At operations 410 and 412, the electromagnetic clutch 304 and the buzzer 412 may be operated to engage the actuator driver 218 and alert the user that the cargo lift system 100 is activated. At operation 414, the CPU 310 instructs the cargo lift system 100 to operate between the stowed configuration and the deployed configuration.

[0113] Several implementations have been described. However, it will be appreciated that various modifications may be made without departing from the spirit and scope of the present disclosure. Accordingly, other implementations are within the scope of the following claims.

[0114] The foregoing description has been provided for purposes of illustration and description. It is not intended to be exhaustive or to limit the present disclosure. Individual elements or features of a particular configuration are generally not limited to that particular configuration, but are interchangeable where applicable and can be used in a selected configuration, even if not specifically shown or described. Individual elements or features of a particular configuration may also vary in many ways. Such variations will not be considered as departing from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

Claims

1. A cargo lifting system for a vehicle, the cargo lifting system comprising: a frame system configured to be attached to the vehicle; A deck system comprising a deck frame having a plurality of deck frame segments, the deck system being operable to translate along the frame system in: (i) a first deployed mode in which the deck frame segments cooperate to define a rigid support platform; and (ii) a second deployed mode in which the deck frame segments are articulated to a raised position adjacent a ground surface associated with the vehicle; and A cargo hook is attached to the panel system and is operable to move between an extended state and a retracted state.

2. The cargo lifting system according to claim 1, wherein: The frame system includes a base frame configured to be attached to the vehicle, a base rail attached to the base frame, and an intermediate rail slidably attached to the base rail.

3. The cargo lifting system according to claim 2, wherein: The plurality of deck frame segments are slidably attached to the intermediate rail.

4. The cargo lifting system according to claim 3, wherein: The multiple bulkhead frame segments include: a first bulkhead frame segment, which is slidably attached to the intermediate guide rail; a second bulkhead frame segment, which is attached to the first bulkhead frame segment and is configured to slide along the intermediate guide rail and hinge relative to the first bulkhead frame segment; and a third bulkhead frame segment, which is attached to the second bulkhead frame segment and is configured to slide along the intermediate guide rail and hinge relative to the second bulkhead frame segment.

5. The cargo lifting system according to claim 4, wherein: The second deck frame segment is pivotally attached to the first deck frame segment at a first deck frame joint, and the third deck frame segment is pivotally attached to the second deck frame segment at a second deck frame joint.

6. The cargo lifting system of claim 5, further comprising an actuator system operable to translate the deck system along the frame system.

7. The cargo lifting system according to claim 5, wherein: The intermediate rail includes a retainer operable between a first position to restrict movement of the deck frame relative to the intermediate rail and a second position to permit movement of the deck frame relative to the intermediate rail.

8. The cargo lifting system according to claim 7, wherein: The retainer is operable to permit movement of the intermediate rail relative to the base rail in the first position and to restrict movement of the intermediate rail relative to the base rail in the second position.

9. The cargo lift system of claim 7, further comprising a control system operable to instruct the cargo lift system to move between the deployed configuration and the stowed configuration.

10. The cargo lifting system according to claim 9, wherein: The control system includes a key fob including a dual-purpose button operable to send first commands for operating the vehicle when engaged for a first period of time and to send commands for operating the cargo lift system when engaged for a second period of time longer than the first period of time.

Images