Rear carrier system for a motor vehicle

Abstract

A rear carrier system (1, 1a) for a motor vehicle (P, P'), comprising a carrier holder (2, 2a) which, in a ready-to-use assembled state, is arranged fixedly to the vehicle, a carrier frame arrangement (3) which forms at least one loading plane (4) for arranging at least one payload and is mounted on the carrier holder (2, 2a) so as to be pivotable about a pivot axis (S), wherein the carrier frame arrangement (3) is pivotable about the pivot axis (S) relative to the carrier holder (2, 2a) at least between a loading position in which the loading plane (4) is oriented for loading with the payload and a transport position in which the loading plane (4) is oriented for transporting the payload, characterized in that the pivot axis (S) - at least in the loading position - is inclined relative to the loading plane (4) and is aligned to form an imaginary intersection point with the loading plane (4),so that when the support frame arrangement (3) pivots about the pivot axis (S), the loading plane (4) rotates spatially about its longitudinal axis (L) and about its transverse axis (Q).

Description

[0001] The invention relates to a rear carrier system for a motor vehicle, comprising a carrier holder which, in a ready-to-use assembled state, is arranged fixedly to the vehicle, a carrier frame arrangement which forms at least one loading level for arranging at least one payload and is mounted on the carrier holder so as to be pivotable about a pivot axis, wherein the carrier frame arrangement is pivotable about the pivot axis relative to the carrier holder at least between a loading position in which the loading level is aligned for loading with the payload and a transport position in which the loading level is aligned for transporting the payload.

[0002] Such a rear carrier system is known in the form of a rear bicycle carrier from US 6 401 999 B1 and is intended for rear mounting on a passenger car. The known rear carrier system has a carrier bracket which, in a ready-to-use state, is fastened to a lower rear area of ​​the passenger car. In addition, the rear carrier system has a carrier frame arrangement composed of several frame profiles and mounted on the carrier bracket so as to be pivotable about a pivot axis. The carrier frame arrangement has a loading plane formed by one of the frame profiles, which is intended to support a top tube of a bicycle to be transported. The carrier frame arrangement is pivotable about the pivot axis relative to the carrier bracket between a loading position and a transport position. In the loading position, the loading plane is aligned for loading with the bicycle to be transported.In the transport position, however, the loading platform is oriented for transporting the bicycle. In the known rear carrier system, the pivot axis is oriented horizontally, perpendicular to the longitudinal axis of the passenger car and simultaneously parallel to the transverse axis of the loading platform. When the carrier frame assembly pivots around the pivot axis, the loading platform is displaced in the vehicle's longitudinal and vertical directions and is always kept horizontally oriented by a linkage mechanism operatively connected to the pivot axis.

[0003] Furthermore, from DE 10 2014 001 454 A1 a rear carrier system is known, the loading level of which can be pivoted about a pivot axis oriented parallel to a vehicle transverse axis between a loading position and a transport position.

[0004] Furthermore, DE 10 2008 047 509 A1 discloses a transport bracket with a holding fork for holding the front wheel of a bicycle. The holding fork can be pivoted between different positions relative to a base body by means of a pivot bearing. The pivot bearing has a pivot axis that is spatially aligned at an angle to the base body.

[0005] Furthermore, US 1,848,401 A discloses a rear carrier system with two separate carrier brackets and a carrier frame arrangement with two separate carrier frames. The carrier frames are separate from each other and are mounted independently on one of the two carrier brackets, each pivoting about a pivot axis. The carrier frames can each be pivoted between a vertically erected non-use position and a horizontally lowered loading and transport position.

[0006] The object of the invention is to provide a rear carrier system of the type mentioned at the outset which enables an advantageous and, in particular, easily adaptable alignment of the loading level in the loading position and the transport position to the vehicle-side installation conditions and at the same time has a simple structure.

[0007] This object is achieved in a generic rear carrier system in that the pivot axis - at least in the loading position - is inclined relative to the loading plane and aligned to form an imaginary point of intersection with the loading plane, so that upon a pivoting movement of the support frame arrangement about the pivot axis, the loading plane rotates spatially about its longitudinal axis and about its transverse axis. The solution according to the invention can achieve a comparatively complex spatial displacement of the loading plane between the loading position and the transport position by means of a simple, namely single-axis pivoting movement of the support frame arrangement directed solely about the pivot axis. For this purpose, the pivot axis is inclined relative to the loading plane and aligned to form an imaginary point of intersection with the loading plane.Depending on the specification of the inclination and the imaginary intersection point, different, particularly advantageous orientations of the loading level in the loading and transport positions can be achieved. This allows simple structural adaptation to specific vehicle-side installation conditions for the rear carrier system. Due to the inventive spatial rotation of the loading level about its longitudinal axis and about its transverse axis, the loading level can be shifted relatively easily from a horizontally oriented loading position to a vertically oriented transport position. In its ready-to-use state, the carrier bracket is firmly connected to the motor vehicle. For this purpose, the carrier bracket can in particular be firmly joined to a supporting structure of the motor vehicle. The carrier bracket is preferably mounted on a lower rear area of ​​the motor vehicle.Such a vehicle-mounted installation does not preclude the possibility of functional states of the rear carrier system being provided in which the carrier bracket - together with the carrier frame assembly mounted thereon - is, for example, pivotable relative to the motor vehicle. The carrier frame assembly is held, mounted and / or supported on the motor vehicle by means of the carrier bracket. In this respect, the carrier bracket functions as a holder, bearing and / or support for the carrier frame assembly. The carrier frame assembly is preferably composed of several components, in particular frame profiles. The carrier frame assembly does not necessarily have to be designed in a frame construction. Alternatively, the carrier frame assembly can be designed like a platform, which is, for example, assembled from sheet metal. The carrier frame assembly functions as a supporting structure for receiving the payload to be transported and forms the at least one loading level.The loading plane can be a physical or imaginary loading plane. The loading plane serves to arrange the payload. For example, the loading plane can be the physical or imaginary plane of the support frame assembly on which the payload rests in the loading position. The transverse axis and the longitudinal axis of the loading plane are preferably oriented parallel and / or coaxially to a transverse axis or longitudinal axis of the support frame assembly. The pivot axis is preferably inclined relative to the loading plane in the loading position and the transport position.

[0008] The solution according to the invention is particularly advantageously suited for a rear carrier system in the form of a rear bicycle carrier for a motorhome, camper van, or the like. However, the solution according to the invention is also suitable for use on a passenger car and for transporting other payloads, such as sports equipment, motorcycles, or the like.

[0009] In an embodiment of the invention, the pivot axis is oriented transversely, preferably perpendicularly, to the transverse axis of the loading level and, in the loading position, is inclined to the longitudinal axis of the loading level by an angle of inclination of between 30° and 60°, preferably between 40° and 50°, and particularly preferably 45°. Depending on the orientation of the pivot axis to the transverse axis of the loading level and the angle of inclination of the pivot axis to the longitudinal axis of the loading level, different movement kinematics of the loading level can be achieved when shifting between the loading and transport positions, depending on the pivoting movement of the support frame arrangement about the pivot axis. By simply adapting the orientation and the angle of inclination of the pivot axis to the loading level, a wide variety of orientations of the loading level in the loading and transport positions can thus be easily achieved.In addition, specific vehicle-specific mounting conditions for the rear carrier system can be easily accommodated. A perpendicular orientation of the pivot axis to the transverse axis has proven particularly advantageous. A tilt angle of between 30° and 60° to the longitudinal axis is advantageous for the vast majority of applications. An inclination angle between 40° and 50° is preferred. An inclination angle of 45° has proven particularly advantageous.

[0010] In a further embodiment of the invention, the support frame arrangement can be displaced about the pivot axis between the loading position and the transport position by means of a pivoting movement with a pivot angle between 160° and 200°, preferably between 170° and 190°, and particularly preferably 180°. By simply designing the pivot angle, the movement kinematics of the support frame arrangement and thus that of the loading level can be easily adapted to a wide variety of applications when shifting between the loading and transport positions. A pivot angle between 160° and 200° is advantageous for the vast majority of practical applications. The pivot angle is preferably between 170° and 190°. A pivot angle of 180° has proven to be particularly advantageous.

[0011] In a further embodiment of the invention, the pivot axis is oriented perpendicular to the transverse axis, the inclination angle is 45° and the pivot angle is 180°, so that the loading level rotates 180° around its longitudinal axis and 90° around its transverse axis when shifted from the loading position to the transport position. This is a particularly preferred embodiment of the invention. Due to the perpendicular orientation of the pivot axis to the transverse axis in combination with an inclination angle of 45° and a pivot angle of 180°, the loading level can be shifted in a particularly simple manner by pivoting the support frame arrangement around the pivot axis from a loading position that is essentially, preferably completely, horizontally oriented with respect to a state mounted on the vehicle to a transport position that is essentially, preferably completely, vertically oriented.The resulting spatial motion kinematics of the loading platform include a rotation of the loading platform by 180° around its longitudinal axis followed by a rotation of 90° around its transverse axis. Alternatively, the resulting motion kinematics of the loading platform can be described by a sequence of rotations in which the loading platform is first rotated by 180° around its vertical axis and then by 90° around its transverse axis. It is understood that this is merely an imaginary sequence of rotations for a more detailed description of the motion kinematics of the loading platform and thus of the support frame arrangement.

[0012] In a further embodiment of the invention, the loading level - in a state mounted on the vehicle - is oriented at least substantially parallel to a horizontal longitudinal plane of the vehicle in the loading position and at least substantially parallel to a vertical transverse plane of the vehicle in the transport position, wherein the pivot axis is oriented transversely to the transverse axis of the vehicle and inclined to the longitudinal axis of the vehicle. This embodiment of the invention enables particularly convenient loading of the loading level and thus of the support frame arrangement in the loading position. For this purpose, the loading level is aligned at least substantially, preferably completely, parallel to the horizontal longitudinal plane of the vehicle in the loading position. At the same time, this embodiment of the invention enables particularly space-saving transport of the payload in the transport position.For this purpose, the loading plane and thus also the support frame assembly are oriented essentially, preferably completely, parallel to the vertical transverse plane of the vehicle in the transport position. In other words, a normal vector of the loading plane points vertically upward in the loading position and horizontally backward in the transport position.

[0013] In a further embodiment of the invention, the pivot axis is oriented perpendicular to the vehicle's transverse axis and inclined to the vehicle's longitudinal axis at an angle of inclination between 30° and 60°, preferably between 40° and 50°, and particularly preferably at 45°. An angle of inclination between 30° and 60° is advantageous for a variety of practically relevant vehicle-mounted installation conditions. An angle of inclination between 40° and 50° is particularly advantageous when the motor vehicle has a substantially vertically extending rear end. An angle of inclination of 45° to the vehicle's longitudinal axis has proven particularly advantageous.

[0014] In a further embodiment of the invention, a first adjusting device is provided, by means of which the pivoting movement of the carrier frame arrangement between the loading position and the transport position is supported and / or driven. The first adjusting device serves to simplify the displacement of the carrier frame arrangement between the loading and transport positions. For this purpose, the first adjusting device can assist the pivoting movement, so that less manual effort may be required. Alternatively, the first adjusting device can drive the pivoting movement, so that manual pivoting by a user of the rear carrier system can be completely dispensed with. The first adjusting device can be designed in particular as a spring device or as a motor device.In a preferred embodiment, the first actuating device comprises a gas pressure spring, which is preloaded during a shift from the transport to the loading position and is relaxed during a pivoting movement in the opposite direction to support the pivoting movement. In a further preferred embodiment, the first actuating device comprises an electric motor that drives the pivoting movement.

[0015] In a further embodiment of the invention, a first locking device is provided, by means of which the pivoting mobility of the support frame arrangement about the pivot axis can be locked at least in the transport position. As a result, the first locking device counteracts unintentional pivoting of the support frame arrangement from the transport into the loading position. In the transport position, the support frame arrangement is releasably locked. To release the locking, an actuating device is preferably assigned to the locking device. In the transport position, the first locking device effects a preferably positive locking between the support frame arrangement and the support holder and / or between the support frame arrangement and / or the motor vehicle. Accordingly, the first locking device acts between the support frame arrangement and the support holder and / or between the support frame arrangement and the motor vehicle.

[0016] In a further embodiment of the invention, the support frame arrangement is assigned a tilting axis about which at least one loading level can pivot between the loading position and a tilted tilting position. During a pivoting movement about the tilting axis, the support frame arrangement is movable relative to the support holder. The tilting axis can be arranged between the support frame arrangement and the support holder. Alternatively, the tilting axis can be arranged between different components and / or sections of the support frame arrangement. In the latter case, only individual components and / or sections of the support frame arrangement are pivotally displaced during the shift into the tilting position. The tilted tilting position serves for a particularly ergonomically advantageous loading of the loading level.

[0017] In a further embodiment of the invention, the tilting axis—at least in the loading position—is oriented parallel to the transverse axis of the loading platform. As a result, a region of the support frame assembly located at the front end relative to the longitudinal axis is lowered in the tilting position. This enables particularly easy loading of the support frame assembly and thus of the loading platform in the longitudinal direction. If the rear carrier system is designed as a rear bicycle carrier system, a bicycle to be transported can be easily loaded in the tilting position in the longitudinal direction of the loading platform. The loading platform forms a type of ramp for the bicycle to be transported.

[0018] In a further embodiment of the invention, the carrier frame arrangement has a pivot arm which is mounted on the carrier bracket so as to be pivotable about the pivot axis, and a support frame supported on the pivot arm, which is provided for receiving the payload or a receiving device for receiving the payload. The support frame is supported on the carrier bracket by means of the pivot arm so as to be pivotable about the pivot axis. The support frame serves to receive the payload to be transported. For this purpose, the payload can be arranged directly on the support frame and received thereby. Alternatively, the carrier frame arrangement can have a receiving device received by the support frame, in particular in the form of a bicycle receiving device, which in turn serves to receive the payload to be transported.In the latter case, the at least one loading level is preferably formed by a component and / or a section of the receiving device. If no receiving device is provided, the at least one loading level is preferably formed by a component and / or a section of the support frame.

[0019] In a further embodiment of the invention, the support frame is supported on the pivot arm so that it can pivot about the tilting axis relative to the pivot arm. Accordingly, the support frame can pivot about the tilting axis between the loading position and the tilted tilting position and can be displaced relative to the pivot arm for this purpose.

[0020] In a further embodiment of the invention, a second adjusting device is provided, by means of which the pivoting movement of the support frame about the tilting axis is supported and / or driven. Accordingly, the second adjusting device functions as a support and / or drive for the pivoting movement of the support frame about the tilting axis. For this purpose, the second adjusting device can be designed in particular as a spring device and / or motor device. In a preferred embodiment, the second adjusting device has a gas pressure spring which is pretensioned when the support frame is moved from the loading position to the tilting position and is relaxed during a movement in the opposite direction to provide support. In a further preferred embodiment, the second adjusting device has an electric motor which drives the pivoting movement of the support frame about the tilting axis.In the latter case in particular, manual relocation of the support frame by a user of the rear carrier system can be dispensed with.

[0021] In a further embodiment of the invention, a second locking device is provided, by means of which the pivoting mobility of the support frame about the tilting axis can be locked, at least in the loading position. The second locking device counteracts any unintentional pivoting movement about the tilting axis. For this purpose, the support frame is releasably secured, preferably in a form-fitting manner, to the pivot arm and / or the support bracket and / or the motor vehicle, at least in the loading position. Preferably, the second locking device is associated with an actuating device, by means of which the locking can be manually released.

[0022] In a further embodiment of the invention, a third locking device is provided, by means of which the pivoting mobility of the support frame about the tilt axis can be locked in the tilted tilt position against the action of the second adjusting device. The third locking device counteracts any unintentional displacement of the support frame by means of the second adjusting device. For this purpose, the support frame is releasably secured, preferably in a form-fitting manner, to the pivot arm and / or the support bracket and / or the motor vehicle in the tilted tilt position. Preferably, the third locking device is associated with an actuating device, by means of which the locking of the support frame in the tilted tilt position can be manually released.This embodiment is particularly advantageous when the second adjusting device has a gas pressure spring which is pre-tensioned when the support frame is moved from the loading position to the tilting position and is relaxed when the support frame moves in the opposite direction.

[0023] In a further embodiment of the invention, the carrier bracket—when mounted on the vehicle—is pivotably attached to the motor vehicle about a folding axis aligned parallel to the vehicle's vertical axis. The carrier bracket, together with the carrier frame assembly, can be displaced about the folding axis into a release position that is laterally folded down relative to the motor vehicle. In the release position, an area of ​​the motor vehicle otherwise covered by the rear carrier system is exposed and thus accessible. This embodiment of the invention is particularly advantageous when the rear carrier system is arranged in the area of ​​a tailgate or rear door of the motor vehicle.

[0024] In a further embodiment of the invention, the support frame arrangement has at least one bicycle receiving device for receiving a bicycle, in particular supported on the support frame, wherein the bicycle receiving device has at least one wheel rail which forms the loading level and is provided for placing a front and / or rear wheel of the bicycle. Accordingly, the rear carrier system in this embodiment of the invention is designed in the form of a bicycle rear carrier system. The bicycle receiving device serves to receive and secure the bicycle to the support frame arrangement. The at least one wheel rail forms the at least one loading level. For loading, the bicycle is placed in the loading position with its front and / or rear wheel on the wheel rail and thus on the loading level.In a preferred embodiment of the invention, the wheel rail is oriented parallel to the vehicle's longitudinal axis in the loading position—when mounted on the vehicle. In contrast, the wheel rail is oriented parallel to the vehicle's vertical axis in the transport position. Due to the spatial rotation of the loading plane during the shift between the loading and transport positions, the bicycle to be transported is thus shifted from a horizontal orientation to a vertical orientation.

[0025] In a further embodiment of the invention, a clamping device is arranged on the wheel rail, by means of which the front or rear wheel can be fixed relative to the wheel rail. The clamping device serves to fix the front or rear wheel to the wheel rail. Preferably, the clamping device does not yet provide a final fastening of the front or rear wheel. Additional fastening means are preferably provided for this purpose. Accordingly, the clamping device preferably serves only as a kind of pre-fixing of the front or rear wheel to the wheel rail. This can further simplify loading.

[0026] In a further embodiment of the invention, the clamping device has at least two clamping jaws arranged opposite one another in the transverse direction of the wheel rail and mounted for counter-rotating spring movement, which form a wedge-shaped clamping gap for automatically clamping a wheel casing of the front or rear wheel. To secure the wheel, the front or rear wheel is simply pushed into the wedge-shaped clamping gap. The clamping jaws are moved outwards in the transverse direction of the wheel rail in opposite directions, counter to a spring force acting on them. The wheel casing is thereby automatically clamped in the clamping gap and thus between the clamping jaws. In this context, "automatic" means that, apart from pushing in the front or rear wheel, no manual intervention is required to achieve the clamping. This further simplifies loading.

[0027] In a further embodiment of the invention, the clamping device comprises an actuating device operatively connected to the clamping jaws, by means of which the clamping can be released. Preferably, the clamping jaws are arranged at one end of the wheel rail and the actuating device at the other end. The actuating device is preferably operatively connected to the clamping jaws by means of a motion transmission device. The motion transmission device can be designed, in particular, as a Bowden cable, pull and / or push rod, or the like. The actuating device preferably comprises an actuating element intended for hand and / or foot operation.

[0028] In a further embodiment of the invention, the bicycle holding device has a holding bracket arranged on the wheel rail, which engages laterally over the front or rear wheel on both sides, wherein in the loading position the holding bracket forms a horizontal stop against which the front or rear wheel comes to rest in the longitudinal direction of the wheel rail, and in the transport position forms a support structure on which the bicycle is supported vertically. The holding bracket therefore has a particularly advantageous multiple function. Firstly, in the loading position it acts as a stop against which the front or rear wheel is brought to rest in the longitudinal direction when pushed onto or placed on the wheel rail. In addition to this, in the transport position the holding bracket acts as a support structure on which the bicycle is supported vertically. In the transport position the holding bracket thus serves to secure the bicycle to the wheel rail.The retaining bracket is preferably pivotably mounted on the wheel rail relative to the wheel rail. The retaining bracket has a U-shaped design so that it overlaps the front or rear wheel on both sides.

[0029] Further advantages of the invention will become apparent from the following description of preferred embodiments of the invention, which are illustrated by the drawings. Fig. 1 shows a schematic perspective view of an embodiment of a rear carrier system according to the invention, which is designed in the form of a bicycle rear carrier system, Fig. 2 the rear carrier system according to Fig. 1 in an isometric exploded view, Fig. 3 to 9 the rear carrier system according to the Fig. 1 and Fig. 2 in a ready-to-use state mounted on a vertically extending rear section of a motor vehicle and in different displacement and loading states, Fig. 10, Fig. 11 shows a further embodiment of a rear carrier system according to the invention in a ready-to-use position on a rear area of ​​a motor vehicle provided with a rear door, in a transport position covering the rear door ( Fig. 10) and a sideways folded release position that releases the rear door ( Fig. 11) and Fig. 12 shows a schematic perspective view of a bicycle support device, as it is particularly suitable for use with the rear carrier systems according to Fig. 1 to 9 and 10 and 11.

[0030] According to the Fig. 1 to 9, a rear carrier system 1 is designed in the form of a bicycle rear carrier and is in a ready-to-use assembled state ( Fig. 3 to 9) is arranged at the rear of a motor vehicle P in the form of a schematically simplified mobile home. The rear carrier system 1 is intended to carry a payload in the form of two bicycles F.

[0031] The rear carrier system 1 has a carrier bracket 2, which is arranged in the Fig. 3 to 9, is arranged fixedly to the vehicle in the ready-to-use assembled state. In addition, the rear carrier system 1 has a carrier frame arrangement 3, which is pivotally mounted on the carrier bracket 2 about a pivot axis S. As a result, the carrier frame arrangement 3 can be moved relative to the carrier bracket 2 between a loading position ( Fig. 4, Fig. 7) and a transport position ( Fig. 1, Fig. 3, Fig. 9) can be pivoted about the pivot axis S. The loading position is intended for loading the rear carrier system 1 with the bicycles F. The transport position is assumed during the actual transport of the bicycles F and thus when the motor vehicle P is in operation.

[0032] The support frame arrangement 3 forms a loading level 4 in a manner described in more detail ( Fig. 1, Fig. 3, Fig. 4). The loading level 4 is in this case an imaginary level and the level of the carrier arrangement 3 intended for the arrangement of the bicycles F to be transported.

[0033] In the embodiment shown - when mounted on the vehicle - the loading level 4 is in the loading position ( Fig. 4, Fig. 7) horizontally aligned and in the transport position ( Fig. 3, Fig. 9) vertically aligned. It is understood that such a horizontal or vertical alignment is not mandatory. In an embodiment not shown, the orientation of the loading level deviates accordingly from the horizontal in the loading position and from the vertical in the transport position.

[0034] Based on the Fig. 1, Fig. 3 and Fig. In Figure 4, the loading level 4 is shown schematically in a highly simplified manner and limited in its imaginary planar extent. In the remaining figures, a separate designation for the loading level is omitted for the sake of simplified graphic representation.

[0035] The pivot axis S is inclined relative to the loading level 4 in the loading position and in the transport position and is aligned to form an imaginary, unspecified intersection point with the loading level 4. A pivoting movement of the support frame arrangement 3 about the pivot axis S results in a spatial movement kinematics of the loading level 4. As a result of the pivoting movement about the pivot axis S, the loading level 4 rotates about its longitudinal axis L and about its transverse axis Q, which is particularly evident from the Fig. 3 and Fig. 8. The dotted representation in Fig. 3 showed an intermediate position.

[0036] The pivot axis S is oriented transversely, or more precisely: vertically, to the transverse axis Q of the loading level 4. In the particularly Fig. In the transport position shown in Figure 1, the angle of inclination α between the pivot axis S and the loading level 4 is 45°. In an embodiment not shown, an angle of inclination between 30° and 60° is selected.

[0037] For displacement between the loading and transport positions, the support frame arrangement 3 is displaced by a pivot angle β of 180° about the pivot axis S. In an embodiment not shown, the pivot angle is between 160° and 200°.

[0038] As a result of the existing vertical alignment of the swivel axis S with respect to the transverse axis Q, the inclination angle α of 45° and the swivel angle β of 180°, the loading level 4 rotates when shifted from the loading position ( Fig. 4) into the transport position ( Fig. 3) initially by 180° around its longitudinal axis L and then by 90° around its transverse axis Q. In other words, a normal vector N of the loading plane 4 in the loading position - and in relation to the present vehicle-mounted state - is vertically upwards and in the transport position ( Fig. 3) horizontally oriented backwards.

[0039] In the embodiment shown, the rear carrier system 1 is arranged at the rear of the motor vehicle P in such a way that the loading level 4 in the loading position ( Fig. 4) is oriented parallel to a horizontal longitudinal plane of the vehicle. In the transport position ( Fig. 3) the loading level 4 is thus oriented parallel to a vertical transverse vehicle plane. The pivot axis S is oriented transversely, or more precisely: perpendicularly, to the transverse vehicle axis Y of the motor vehicle P and inclined to the longitudinal vehicle axis X of the motor vehicle P. With reference to a vehicle-side coordinate system, the said horizontal longitudinal vehicle plane can also be referred to as the XY plane and the said vertical transverse vehicle plane can also be referred to as the YZ plane. An unspecified angle of inclination between the vehicle longitudinal axis X and the pivot axis S is 45° in the present case, so that the pivot axis S protrudes from the rear area of ​​the motor vehicle P at an upward inclination of 45°. In an embodiment not shown, a different inclination of the pivot axis between 30° and 60° can be selected.

[0040] Based on the Fig. In the unloaded transport state shown in Figure 3, the movement kinematics of the rear carrier system 1 for loading the bicycles F is as follows: First, the support frame arrangement 3 is rotated from its vertical orientation in the transport position by 180° around the pivot axis into the loading position ( Fig. 4). The carrier frame assembly now projects horizontally rearward from the motor vehicle, with the loading level 4 being oriented horizontally accordingly. In this state, the bicycles F to be transported can be arranged and secured on the carrier frame assembly 3 in a manner described in more detail later ( Fig. 7). After this, the support frame assembly is pivoted in a kinematically reversed manner by 180° around the pivot axis S in the direction of the transport position ( Fig. 8). In this case, the loading level 4 rotates in the manner described above - at least in theory - both around its longitudinal axis L and its transverse axis Q. The bicycles F arranged on the support frame arrangement 3 or the loading level 4 are spatially moved in a corresponding manner starting from their initially horizontal orientation ( Fig. 7) is pivoted vertically upwards. After completion of the pivoting movement around the pivot axis S, the rear carrier system 1, loaded with the bicycles F, takes the Fig. 9. In this position, both the support frame assembly 3 and the loading level 4 and the bicycles F aligned with it are oriented vertically.

[0041] In the embodiment shown, the support frame arrangement 3 is also assigned a tilting axis K, around which the loading level 4 can be tilted between the loading position ( Fig. 4) and a tilted position ( Fig. 5, Fig. 6) is pivotable. However, such a design is not mandatory and is therefore not provided for in an embodiment not shown.

[0042] The tilting axis K is oriented parallel to the transverse axis Q of the loading level 4. As a result of this design, at least individual components and / or sections of the support frame arrangement 3 are tiltable relative to the support holder 2 about the tilting axis K. In the resulting tilted tilting position, the loading level 4 is, starting from its initially horizontal orientation ( Fig. 4) can be tilted into an inclined orientation. This creates a loading ramp for the bicycles F to be transported. This further simplifies loading of the rear carrier system 1.

[0043] Further objective and functional features of the rear carrier system 1 are described below, in particular with reference to the Fig. 1 and Fig. 2 explained.

[0044] The carrier bracket 2 comprises a retaining plate 5 and a plug-in axle 6. The carrier bracket 2 is manufactured as a welded construction. The retaining plate 5 is in the case of the Fig. 1 to 9, in the fully assembled state, is firmly joined to a rear-end support structure of the motor vehicle P (not shown in detail). In this case, a screw connection using several screws (not shown) is provided as the joining connection. The plug-in axle 6 serves to mount the support frame assembly 3 on the support bracket 2 so that it can pivot about the pivot axis S. The plug-in axle 6 has a circular-cylindrical cross-section and is oriented coaxially to the pivot axis S.

[0045] In the embodiment shown, the support frame assembly 3 comprises a pivot arm 7 and a support frame 8. The pivot arm 7 has a plug-in receptacle 9, which, in the fully assembled state, is plugged onto the plug-in axis 6 and is mounted thereon for sliding movement about the pivot axis S. The plug-in receptacle 9 is accordingly oriented coaxially to the plug-in axis 6 and the pivot axis S. Furthermore, the pivot arm 7 has a boom profile 10, which in this case is designed as a bent tubular profile. The boom profile 10 is joined to the plug-in receptacle 9 and protrudes laterally from it.

[0046] The support frame 8 has a frame structure 11 assembled from several unspecified frame profiles and is supported on the pivot arm 7 in the ready-to-use assembled state. As a result, the support frame 8, together with the pivot arm 7, is pivotally movable about the pivot axis S relative to the support bracket 2. In the embodiment shown, the support frame 8 is mounted on the pivot arm 7 so as to be pivotable about the tilt axis K. For this purpose, the boom profile 10 has two axle bolts 12 projecting laterally along the tilt axis K, which, in the ready-to-use assembled state, engage in axle receptacles 13 of the support frame 8. The axle receptacles 13 are in the present case on a - with respect to the plane of the drawing of the Fig. 2 - lower front end area of ​​the frame structure 11. In the loading position and the transport position, the support frame 8 and the boom profile 10 are aligned with each other. Fig. In the tilting position shown in Figure 5, the support frame 8 is pivoted about the tilting axis K relative to the pivoting arm 7.

[0047] To prevent the support frame 8 from accidentally pivoting from the loading position into the tilting position, a second locking device 14, 15 is provided with a locking mechanism 14 and an associated actuating device 15. In the locked state, the locking mechanism 14 interacts in a releasably positive-locking manner with locking elements 16 arranged on the pivot arm 7. The actuating device 15 is operatively connected to the locking mechanism 14 by means of Bowden cables (not further designated) and is arranged at an upper end region of the support frame 8. The actuating device 15 is designed for actuation by hand and / or foot, with an actuating movement applied in this case being transmitted to the displacement mechanism 14 by means of the Bowden cables.

[0048] Furthermore, a first locking device 17, H is provided, by means of which the pivoting mobility of the support frame arrangement 3 about the pivot axis S at least in the transport position ( Fig. 3) is lockable. The first locking device 17, H has an actuating element H in the form of a lever and a locking receptacle 17. In the locked state, the locking receptacle 17 interacts in a releasably form-fitting manner with a locking section 19 arranged on the vehicle side. The actuating element H is provided for releasing the locking between the locking receptacle 17 and the locking section 19. An actuating movement applied here is transmitted to the locking receptacle 17 in a manner not shown in detail, so that the form-fitting connection with the locking section 19 is releasable.

[0049] Furthermore, in the embodiment shown, a first adjusting device 20, 21 is provided, by means of which the pivoting movement of the support frame arrangement 3 about the pivot axis S is supported. The first adjusting device 20, 21 in this case has a gas pressure spring 20 and a link mechanism 21 that engages the pivot arm 7 in an articulated manner. The gas pressure spring 20 engages the link mechanism 21 at one end and is supported on the holding plate 5 at the other. During a pivoting movement of the support frame arrangement 3 from the transport position into the loading position, the movement of the pivot arm 7 that occurs during this movement is transmitted via the link mechanism 21 to the gas pressure spring 20, whereby the latter is pretensioned in a fundamentally known manner. As a result, a kinematically opposite displacement of the support frame arrangement 3 towards the transport position can be assisted by means of the spring energy stored in the gas pressure spring 20.

[0050] In an embodiment not shown, the first actuating device is designed in the form of a motor device with an electric motor for the driven displacement of the support frame arrangement.

[0051] Furthermore, a second adjusting device 22 is provided, by means of which the pivoting movement of the support frame 8 about the tilting axis K is supported. The second adjusting device 22 has a further gas pressure spring 23, which is supported at one end in the region of the plug-in receptacle 9 on the pivot arm 7. At the other end, the further gas pressure spring 23 engages a lower end region of the support frame 8 in a manner not shown in detail. During a pivoting movement of the support frame 8 about the tilting axis K, the further gas pressure spring 23 is pretensioned in a basically known manner. During a kinematically opposite movement, the further gas pressure spring 23 supports the displacement of the support frame 8 about the tilting axis K. In the embodiment shown, the gas pressure spring 23 is designed such that the support frame 8, when not loaded with the bicycles F, can be automatically displaced from the tilting position into the loading position by means of the gas pressure spring 23.Manual intervention by an operator is not necessary. The situation is different when the support frame 8 is loaded with bicycles F. In the loaded state, the preload of the gas pressure spring 23 is not sufficient for the support frame 8 to automatically move into the loading position. Rather, this movement is merely assisted. It is understood that the gas pressure spring 23 can be designed to provide greater or lesser support in an embodiment not shown.

[0052] In order to counteract an unintentional displacement of the support frame 8 by means of the gas pressure spring 23 from the tilted position into the loading position, a third locking device G, 18 is also provided. In the embodiment shown, the third locking device G, 18 is designed in the form of a latching device and has a latching section G and an actuating element 18 in the form of a button. The latching section G is assigned to the pivot arm 7 and arranged in the region of the boom profile 10. To lock the support frame in the tilted position, the latching section G cooperates with a latching element (not shown in detail) of the third locking device, which is arranged in the region of the locking mechanism 14 on the support frame 8. The latching element is operatively connected to the actuating element 18 and can be displaced between a latching position and a release position relative to the latching section G by actuating the actuating element 18.In the locked position, the locking element is positively locked to the locking section G, thus counteracting any unintentional displacement of the support frame 8 from the tilted position towards the loading position. In contrast, in the release position, the locking element is released from the locking section G. This allows the gas pressure spring 23 to displace the support frame 8 in the manner described above, starting from the tilted position towards the loading position, or at least to assist such a displacement. In the embodiment shown, the locking element arranged in the area of ​​the locking mechanism 14 is operatively connected to the actuating element 18 by means of a cable pull. Furthermore, in the embodiment shown, the locking element is pretensioned in the direction of the locked position in a manner not shown in detail and is designed for this purpose as a spring-loaded locking pawl.When the support frame 8 is moved from the loading position towards the tilted position, the locking pawl engages a locking profile of the locking section G which is not further specified.

[0053] Furthermore, the support frame arrangement 3 in the present case has two bicycle receiving devices 24, each of which is intended to receive one of the bicycles F to be transported. For this purpose, the bicycle receiving devices 24 each have a wheel rail 25, into which the front and rear wheels (not further designated) of the bicycles F are each inserted in a generally known manner. In the ready-to-use state mounted on the support frame 8, the wheel rails 25 form the imaginary loading level 4. In other words, the wheel rails 25 extend into the loading level 4. The bicycle receiving devices 24 are designed identically in the present case, so that to avoid repetition, only one of the bicycle receiving devices will be discussed in more detail, the relevant disclosure applying accordingly to the remaining of the two bicycle receiving devices.

[0054] In the ready-to-use state connected to the support frame 8, a longitudinal axis L' of the wheel rail 25 is oriented parallel to the longitudinal axis L of the loading level 4. Furthermore, a transverse axis Q' of the wheel rail 25 is oriented parallel to the transverse axis Q of the loading level 4. In the loading position, the wheel rail 25 projects backwards from the motor vehicle P parallel to the vehicle's longitudinal axis X. In the transport position, the wheel rail 25 is positioned vertically upwards parallel to the vehicle's vertical axis Z. In the tilting position ( Fig. 5, Fig. 6), the wheel rail 25 is lowered downwards at a rear end region 26 facing away from the motor vehicle P, opposite to the vehicle's vertical axis Z. In this way, the wheel rail 25 forms a loading ramp for the bicycle F ( Fig. 6).

[0055] How to proceed based on Fig. 12, the bicycle support device 24 has a clamping device 27, by means of which the front or rear wheel of the bicycle F to be transported can be fixed relative to the wheel rail 25. The clamping device 27 is arranged on a front end region 28 of the wheel rail 25 facing the pivot arm 7. The clamping device 27 has two clamping jaws 29, 30 arranged opposite one another with respect to the transverse axis Q'. The clamping jaws 29, 30 are mounted so as to be movable in opposite directions and form a wedge-shaped clamping gap 31. The clamping jaws 29, 30 are pivoted by means of springs (not shown in detail) in the direction of the Fig. 12. If the bicycle F to be transported - for example, starting from the position shown in Fig. 6 - loaded along the wheel rail 25, a wheel casing 32 of the rear wheel enters the clamping gap 31. As a result, the clamping jaws 29, 30 are pressed apart laterally against their respective spring preload, widening the clamping gap 31. The wheel casing 32 is automatically secured between the clamping jaws 29, 30. This fixation particularly counteracts the unintentional rolling of the bicycle F off the wheel rail 25 in the tilted position. After the automatic fixation by means of the clamping device 27, the bicycle F can be further secured for transport to the wheel rail 25 by means of locking straps 33, 34 provided for this purpose in a basically known manner.

[0056] An actuating device 35 is also provided for releasing the clamping device 27. The actuating device 35 is arranged on the front end region 26 of the wheel rail 25 and is mechanically connected to the clamping jaws 29, 30 by means of a motion transmission device (not shown in detail). The actuating device has an actuating element 36 in the form of a foot switch, which is pivotally mounted on the profile rail 25 about a pivot axis (not shown in detail). To transmit movement between the actuating element 36 and the clamping jaws 29, 30, the motion transmission device is designed as a Bowden cable. The actuating movement applied, for example, by foot to the actuating element 36 is thus transmitted to the clamping jaws 29, 30 via the Bowden cable. The clamping jaws 29, 30 are thereby displaced against their respective spring preload, and the previously described fixation of the wheel casing 32 is released.

[0057] Furthermore, the bicycle support device 24 in the present case has a retaining bracket 37, which is mounted on the wheel rail 25 so as to be pivotable about a pivot axis not specified in more detail relative to the wheel rail 25. As a result, the retaining bracket 27 can be switched between a folded state against the wheel rail 25 (in particular Fig. 12) and a functional state in which the wheel rail 25 is folded down and projects approximately vertically (in particular Fig. 6). The support bracket 37 is U-shaped in a generally known manner. When the bicycle F is loaded, the support bracket 37 overlaps the rear wheel on both sides. In the loaded position ( Fig. 7) and thus also in the tilt position ( Fig. 6), the support bracket 37 functions in particular as a stop against which the bicycle F is positioned along the wheel rail 25. In contrast, the support bracket 37 functions in the transport position ( Fig. 9) as a support structure on which the bicycle F is vertically supported. In the transport position, the retaining bracket 37 thus functions as a load securing device, which can prevent the bicycle F from accidentally falling, for example, if the locking straps 33, 34 fail. In the embodiment shown, the primary load securing is achieved by means of the retaining bracket 37 and the locking strap 34, with the locking strap 33 merely providing a supporting function.

[0058] In an embodiment not shown, the retaining bracket is designed to be telescopic in order to adapt to a particular wheel size.

[0059] Based on the Fig. 10 and Fig. 11 shows a further embodiment of a rear carrier system 1a according to the invention. The rear carrier system 1a is essentially identical to the rear carrier system 1 according to the Fig. 1 to 9, so that only essential differences will be discussed below. Identical components and / or sections will not be explained separately. Instead, to avoid repetition, reference will be made to the relevant disclosure in connection with the embodiment according to the Fig. 1 to 9.

[0060] In contrast to the rear carrier system 1, the rear carrier system 1a has a carrier bracket 2a, which is also arranged fixedly to the vehicle, but is additionally displaceable about a folding axis R relative to the motor vehicle P'. The folding axis R is oriented parallel to a vertical axis Z of the motor vehicle P'. As a result, the carrier bracket 2a is, starting from the Fig. 10 shown transport position relative to the motor vehicle P' around the folding axis R into a laterally folded release position ( Fig.11). The carrier frame arrangement 3, which is pivotally mounted on the carrier bracket 2a, is displaced together with the carrier bracket 2a relative to the motor vehicle P'. In the release position, the rear carrier system 1a thus releases a rear vehicle door T. This ensures unhindered access through the rear door T even when the rear carrier system 1 is mounted on the motor vehicle P. The carrier bracket 2a can be locked with respect to its pivoting mobility about the folding axis R in a manner not shown in detail in the drawing.

Claims

[1] Rear carrier system (1, 1a) for a motor vehicle (P, P'), comprising a carrier holder (2, 2a) which, in a ready-to-use assembled state, is arranged fixedly to the vehicle, a carrier frame arrangement (3) which forms at least one loading level (4) for arranging at least one payload and is mounted on the carrier holder (2, 2a) so as to be pivotable about a pivot axis (S), wherein the carrier frame arrangement (3) is pivotable about the pivot axis (S) relative to the carrier holder (2, 2a) at least between a loading position in which the loading level (4) is aligned for loading with the payload and a transport position in which the loading level (4) is aligned for transporting the payload, characterized bythat the pivot axis (S) - at least in the loading position - is inclined relative to the loading plane (4) and is aligned to form an imaginary point of intersection with the loading plane (4), so that upon a pivoting movement of the support frame arrangement (3) about the pivot axis (S), the loading plane (4) rotates spatially about its longitudinal axis (L) and about its transverse axis (Q). [2] Rear carrier system (1, 1a) according to claim 1, characterized by that the pivot axis (S) is oriented transversely, preferably perpendicularly, to the transverse axis (Q) of the loading plane (4) and, in the loading position, is inclined by an angle of inclination (α) between 30° and 60°, preferably between 40° and 50°, and particularly preferably 45°, to the longitudinal axis (L) of the loading plane (4). [3] Rear carrier system (1, 1a) according to claim 1 or 2, characterized bythat the support frame arrangement (3) can be displaced about the pivot axis (S) between the loading position and the transport position by means of a pivoting movement with a pivot angle (β) between 160° and 200°, preferably between 170° and 190°, and particularly preferably of 180°. [4] Rear carrier system (1, 1a) according to claim 2 or 3, characterized by that the swivel axis (S) is oriented perpendicular to the transverse axis (Q), the angle of inclination (α) is 45° and the swivel angle (β) is 180°, so that the loading level (4) rotates by 180° about its longitudinal axis (L) and by 90° about its transverse axis (Q) when shifted from the loading position to the transport position. [5] Rear carrier system (1, 1a) according to one of the preceding claims, characterized bythat - in a vehicle-mounted state - the loading plane (4) is oriented in the loading position at least substantially parallel to a horizontal vehicle longitudinal plane (XY) and in the transport position at least substantially parallel to a vertical vehicle transverse plane (YZ), wherein the pivot axis (S) is oriented transversely to the vehicle transverse axis (Y) and inclined to the vehicle longitudinal axis (X). [6] Rear carrier system (1, 1a) according to claim 5, characterized by that the pivot axis (S) is oriented perpendicular to the vehicle transverse axis (Y) and is inclined by an angle of inclination between 30° and 60°, preferably between 40° and 50°, and particularly preferably 45°, to the vehicle longitudinal axis (X). [7] Rear carrier system (1, 1a) according to one of the preceding claims, characterized bythat a first adjusting device (20, 21) is provided, by means of which the pivoting movement of the support frame arrangement (3) between the loading position and the transport position is supported and / or driven. [8] Rear carrier system (1, 1a) according to one of the preceding claims, characterized by that a first locking device (17, H) is provided, by means of which the pivoting mobility of the support frame arrangement (3) about the pivot axis (S) can be locked at least in the transport position. [9] Rear carrier system (1, 1a) according to one of the preceding claims, characterized by that the support frame arrangement (3) is assigned a tilting axis (K) about which the at least one loading level (4) is pivotable between the loading position and a tilted tilting position. [10] Rear carrier system (1, 1a) according to claim 9, characterized bythat the tilting axis (K) - at least in the loading position - is oriented parallel to the transverse axis (Q) of the loading plane (4). [11] Rear carrier system (1, 1a) according to one of the preceding claims, characterized by that the support frame arrangement (3) has a pivot arm (7) which is mounted on the support holder (2, 2a) so as to be pivotable about the pivot axis (S), and a support frame (8) which is supported on the pivot arm (2, 2a) and is provided for receiving the payload or a receiving device for receiving the payload. [12] Rear carrier system (1, 1a) according to one of claims 9 to 11, characterized by that the support frame (8) is supported on the pivot arm (7) so as to be pivotable about the tilting axis (K) relative to the pivot arm (7). [13] Rear carrier system (1, 1a) according to claim 12, characterized bythat a second adjusting device (23) is provided, by means of which the pivoting movement of the support frame (8) about the tilting axis (K) is supported and / or driven. [14] Rear carrier system (1, 1a) according to claim 12 or 13, characterized by that a second locking device (14, 15) is provided, by means of which the pivoting mobility of the support frame (8) about the tilting axis (K) can be locked at least in the loading position. [15] Rear carrier system (1, 1a) according to claim 13 or 14, characterized by that a third locking device (G, 18) is provided, by means of which the pivoting mobility of the support frame (8) about the tilting axis (K) can be locked in the tilted tilting position against the action of the second adjusting device (23). [16] Rear carrier system (1a) according to one of the preceding claims, characterized byin that the carrier holder (2a) - in a state mounted on the vehicle - is pivotally fastened to the motor vehicle (P') about a folding axis (R) aligned parallel to the vehicle's vertical axis (Z), wherein the carrier holder (2a) together with the carrier frame arrangement (3) can be displaced about the folding axis (R) into a release position folded laterally relative to the motor vehicle (P'). [17] Rear carrier system (1, 1a) according to one of the preceding claims, characterized by in that the support frame arrangement (3) has at least one bicycle receiving device (24), in particular supported on the support frame (8), for receiving a bicycle (F), wherein the bicycle receiving device (24) has at least one wheel rail (25) which forms the loading level (4) and is provided for setting up a front and / or rear wheel of the bicycle (F). [18] Rear carrier system (1, 1a) according to claim 17, characterized bythat a clamping device (27) is arranged on the wheel rail (25), by means of which the front or rear wheel can be fixed relative to the wheel rail (25). [19] Rear carrier system (1, 1a) according to claim 18, characterized by that the clamping device (27) has at least two clamping jaws (29, 30) arranged opposite one another in the transverse direction (Q') of the wheel rail (25) and mounted so as to be spring-loaded in opposite directions, which form a wedge-shaped clamping gap (31) for automatically clamping a wheel casing (32) of the front or rear wheel. [20] Rear carrier system (1, 1a) according to claim 19, characterized by that the clamping device (27) has an actuating device (35) which is operatively connected to the clamping jaws (29, 30) and by means of which the clamping can be released. [21] Rear carrier system (1, 1a) according to one of claims 17 to 20, characterized byin that the bicycle receiving device (24) has a holding bracket (37) arranged on the wheel rail (25) which engages laterally over the front or rear wheel on both sides, wherein the holding bracket (37) in the loading position forms a horizontal stop against which the front or rear wheel comes to rest in the longitudinal direction (L') of the wheel rail (25), and in the transport position forms a support structure on which the bicycle (F) is supported vertically.

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