Cargo securing net hook

Abstract

Load securing hook (10) for a motor vehicle, comprising: a hook base body (16) with a first side (18) and a second side (20) arranged opposite the first side (18) and a load securing net hook partial body (14) fastened to the first side (18) of the hook base body (16); an anchoring sub-body (12) comprising (i) an anchoring neck (42) extending from a proximal first end (38) attached to the second side (20) of the hook base body (16) to a distal second end (40) and having a central axis of rotation (A 10 -A 10 ), and (ii) an anchoring head (44) disposed at the distal second end (40) of the anchoring neck (42); characterized in that the anchoring head (44) comprises a plurality of anchoring wings (46a, 46b) extending radially outwardly from the anchoring neck (42) to an outermost wing side surface (48); wherein each anchoring wing (46a, 46b) has a first end surface (52) arranged opposite the second side (20) of the hook base body (16) and which is inclined at an oblique angle (θ 52 ) relative to the central axis of rotation (A 10 -A 10 ) of the anchoring part body (12), and has a second end face (54) arranged on a side opposite the first end face (52); and wherein the second side (20) of the hook base body (16) of the load securing net hook partial body (14) of the load securing hook (10) has a plurality of projections (68a, 68b, 70a).

Description

INITIATIONThe present invention relates generally to a charge-securing hook according to the preamble of claim 1, as is known in the art substantially from US 6 202 261 B1.Further prior art is evident from the publications DE 198 21 549 A1 and U.S. Pat. No. 2017 / 0 259 726 A1.Cargo securing hooks provide an aesthetically pleasing appearance to the passenger compartment of a vehicle. In some cases, cargo securement hooks may also provide a function that the vehicle users may operate while the vehicle is driving or parking. In addition, the first out-of-life (OEM) systems continue to attempt to simplify and increase efficiency in vehicle assembly, which also includes the attachment of interior trim components to the vehicle frame.SUMMARYAccording to the invention, a load securing hook for a motor vehicle is presented, which is distinguished by the features of claim 1.This aspect may include one or more of the following optional features. In some embodiments, each anchor wing may include a guide surface extending from the first end surface to the second end surface. In some arrangements, each anchor wing may have a first sloped surface extending between the first end surface and the guide surface. In some embodiments, the anchoring neck may form a first portion of a neck side surface extending from the first end surface to the second side of the hook body and spaced radially inward from the outermost wing side surface.In some arrangements, the cargo securing net hook sub-body includes one or more hook elements. In some embodiments, the one or more hook elements comprise a diametrically opposed pair of hook elements comprising a first hook element and a second hook element. The cargo securement hook may include both the first hook member and the second hook member (22b) having an arcuate body defining a first hook opening extending axially through both the first and second hook members, the cargo securement net hook sub-body including a second hook opening that allows radial access to the first hook opening. In some examples, the cargo securement hook comprises the cargo securement net hook sub-body having a cross member extending across and connecting the first hook member to the second hook member. In these examples, the cross member may include the first hook member, the second hook member, and the hook body, which together form a loop member defining a third hook opening.A further aspect of the invention is a load securing hook for a motor vehicle. The load securing hook comprises a hook base body having a first side and a second side arranged opposite the first side and a load securing net hook part body fastened to the first side of the hook base body. The cargo securing net hook sub-body includes a diametrically opposed pair of hook members and a cross member extending across and connecting the two hook members. The cargo securement hook further includes an anchoring sub-body configured to selectively attach the cargo securement hook to the vehicle frame.This aspect may include one or more of the following optional features. In some embodiments, each hook member of the two hook members includes an arcuate body defining a first hook opening extending axially through the hook member and a second hook opening that provides radial access to the first hook opening. In some arrangements, the second hook opening of a first of the two hook elements may face in a direction opposite the second hook opening of a second of the two hook elements. In some examples, the cross member, the two hook members, and the hook body together form a loop member defining a third hook opening. In some embodiments, the cargo securement hook may include the first hook opening of each of the two hook elements and the third hook opening extending in the same direction through the cargo securement net hook sub-body. In these arrangements, the cross member may extend arcuately across the two hook members.A further aspect of the invention is a load securing hook for a motor vehicle. The load securing hook comprises a hook base body having a first side and a second side arranged opposite the first side and a load securing net hook part body fastened to the first side of the hook base body. The cargo securing net hook sub-body includes a diametrically opposed pair of hook members and a cross member extending across and connecting the two hook members. The load securing hook further comprises an anchoring sub-body having an anchoring neck extending from a proximal first end attached to the second side of the hook main body to a distal second end and defining a central axis of rotation. The anchoring sub-body further comprises an anchoring head disposed at the distal second end of the anchoring neck and comprising one or more anchoring wings extending radially outward to an outermost wing side surface of the anchoring neck.This aspect may include the optional features mentioned below. In some examples, each hook member of the two hook members includes an arcuate body defining a first hook opening extending axially through the hook member and a second hook opening that provides radial access to the first hook opening.The details of one or more embodiments of the invention are set forth in the accompanying drawings and in the description below. Further aspects, features and advantages result from the description and the drawings and from the claims.BRIEF DESCRIPTION OF THE DRAWINGSThe drawings described herein are for the purpose of illustrating selected arrangements only. FIG. 1A shows an interior trim component according to the principles of the present invention in a front perspective view; FIG. 1B is a perspective view of the interior trim part of FIG. 1A to which an elastic cable connector for the cargo securing net is attached; FIG. 1C is a perspective view of the interior trim part of FIG. 1A to which another example cargo securement network connector comprising a plastic hook is attached; FIG. 2 is a side view of the interior trim part of FIG. 1A ; FIG. 3 is a rear perspective view of the charge retention hook of FIG. 1A ; FIG. 4 is a top view of the bottom of the charge retention hook of FIG. 1A ; FIG. 5 is a front perspective view of a portion of a vehicle frame and the cargo securement hook of FIG. 1A, wherein an anchoring sub-body of the cargo securement hook is disposed proximate an opening in the vehicle frame; FIG. 6A is another front perspective view of the portion of the vehicle frame and the cargo securement hook of FIG. 5, wherein the anchoring sub-body of the cargo securement hook is disposed in the opening in the vehicle frame; FIG. 6B is a rear perspective view of the vehicle frame portion and cargo securement hook of FIG. 6A ; FIG. 7A is another front perspective view of the vehicle frame member and cargo securement hook of FIGS. 6A-6B, with the cargo securement hook rotated relative to the vehicle frame member to secure the anchor sub-body to the vehicle frame member; and FIG. 7B is a cross-sectional view of the vehicle frame section and the cargo securement hook taken along line 7B- 7B of FIG. 7A.Corresponding reference numerals designate corresponding parts in the drawings.DETAILED DESCRIPTIONThe present invention relates generally to cargo securement hooks, and more particularly to cargo securement hooks configured to be mounted within a passenger compartment of a vehicle, such as a rear cargo area of the vehicle. In some embodiments, the charge fuse hook is a charge fuse network connector configured to support a portion of a charge fuse network. A first end of the cargo securing net connection element comprises a fastening element, alternatively also referred to as a cargo securing net hook part-body, which is accessible from the passenger compartment so that a part of the cargo securing net can be detachably fastened thereto. A second end of the cargo securing net connection member includes an anchor sub-body that is inaccessible from the passenger compartment and is configured to attach to a portion of the vehicle body or the vehicle frame. The anchoring part-body of the cargo securing net hook and the corresponding part of the vehicle frame are designed to make vehicle assembly simpler and more efficient.Referring to FIGS. 1A-1C, 2, 3, and 4, a cargo securement hook 10 is shown according to an implementation of the present invention configured to be secured to a portion of a vehicle frame 100 (see, e.g., FIGS. 5, 6A-6B, and 7A-7B). The charge retention hook 10 may be made of any desired material (e.g., plastic) or combination of materials and manufactured in any desired method (e.g., injection molding).Referring initially to FIG. 1, the charge retention hook 10 includes a proximal sub-body 12 and a distal sub-body 14. the proximal sub-body 12 is configured to be received within a cavity 110 (see, e.g., FIG. 7B ) of the vehicle frame 100. The proximal part body 12 can alternatively also be referred to as anchoring part body. The distal sub-body 14 is configured to be accessible from the passenger compartment side 106 of the vehicle frame 100 (see, e.g., FIG. 7B ) when the proximal sub-body 12 is received by the cavity 110. The distal part body 14 can alternatively also be referred to as a fastening part.In some implementations, the attachment portion 14 may be configured to receive a charge fuse network connector 200 a, 200 b(see, e.g., FIGS. 1B, 1C ) of a charge fuse network (not shown). Referring to FIG. 1B, in some embodiments, the charge protection network connector 200 ais an elastic cord (see, e.g., FIG. 1B ). Referring to FIG. 1C, in other embodiments, the charge fuse network connector 200 bis a plastic hook, a carabiner, or the like. Accordingly, in some configurations, the attachment member 14 may alternatively be referred to as a cargo securement net hook sub-body.Referring to FIGS. 1A-4, the cargo securement net hook sub-body 14 extends from a hook base body 16 having a first side 18 and a second side 20. In the example shown, the first side 18 generally defines a dome-shaped shape of the hook body 16 and the second side 20 generally defines a flat, round shape of the hook body 16. Referring to FIG. 4, the flat, round shape of the hook body 16 defined by the second side 20 is also defined by a diameter D 16 in some embodiments.Referring to FIGS. 1A and 2, the cargo securement net hook sub-body 14 includes one or more hook members 22 a, 22 b. As shown in FIG. 2, the one or more hook elements 22 a, 22 binclude a pair of hook elements including a first hook element 22 aand a second hook element 22 bwhich are diametrically opposed to each other when viewed across the cargo securement net hook sub-body 14.In some implementations, referring to FIG. 2, the first hook member 22 aand the second hook member 22 beach include an arcuate body 24 defining a first hook opening 26 extending axially along an axis A 26- A 26( see, e.g., FIG. 1 ) through a thickness of the first hook member 22 aand the second hook member 22 b. In other embodiments, an inwardly facing side 28 of the arcuate body 24 of the first hook member 22 aand the second hook member 22 b, and the first side 18 of the hook body 16 cooperate to form a second hook opening 30 that allows radial access to the first hook opening 26 extending along the axis A 26- A 26. Thus, as shown, the second hook opening 30 provides a circumferential opening into the first hook opening 26 formed between an end portion of each of the hook members 22 a, 22 band the first side 18 of the hook body 16, whereby portions of the cargo securement mesh can be inserted into the first hook openings 26 in the radial direction through the second hook openings 30.In further embodiments, the cargo securing net hook sub-body 14 includes a cross member 32. the cross member 32 extends across and connects the first hook member 22 aand the second hook member 22 b. Referring to FIGS. 1A and 2, the first side 18 of the hook body 16, the first hook member 22 a, the second hook member 22 b, and the cross member 32 cooperate to form a loop member 34. The loop member 34 has a third hook opening 36. The third hook opening 36 extends through the loop member 34 in the axial direction along an axis A 36- A 36( see, e.g., FIG. 1 ).Referring to FIG. 1B, one or both of the first hook opening 26 and the third hook opening 36 is configured to allow the resilient cord 200 aof the cargo securement net to pass through and selectively retain to releasably secure the resilient cord 200 ato the cargo securement net hook sub-body 14. In some cases, the elastic cable 200 ais configured to be disposed in the first hook openings 26 by radially inserting the elastic cable 200 ainto the first hook openings 26 through the second hook openings 30. In other embodiments, the elastic cable 200 ais configured to be disposed in the third hook opening 36 and to rest radially on and / or under the cross member 32.Referring to FIG. 1C, the third hook opening 36 is configured to allow the plastic hook 200 bof the cargo securement net to pass through and selectively retain to releasably secure the plastic hook 200 bto the cargo securement net hook sub-body 14. In some cases, the plastic hook 200 bmay be axially disposed in the third hook opening 36 by: disposing a nose portion 202 bof the plastic hook 200 bover the cross member 32; axially inserting the nose portion 202 bof the plastic hook 200 binto the third hook opening 36; and disposing the nose portion 202 bof the plastic hook 200 bunder the cross member 32, whereby a head portion 204 bof the plastic hook 200 bis disposed in the third hook opening 36 and positioned between the cross member 32 and the first side 18 of the hook main body 16.Referring to FIG. 2, aspects of the anchor sub-body 12 are illustrated in accordance with an embodiment of the present invention. The anchoring sub-body 12 comprises a proximal first end 38 and a distal second end 40. The proximal first end 38 of the anchoring sub-body 12 is fastened to the second side 20 of the hook base body 16 and protrudes therefrom. A central axis of rotation A 10- A 10( see also FIGS. 1A, 3 and 5-7B, for example) of the charge securing hook 10 extends through an axial center point C (see FIG. 4, for example) of the anchoring part body 12.With continued reference to FIG. 2, the anchoring sub-body 12 is bounded by an anchoring neck 42 and an anchoring head 44. The anchor neck 42 extends from the proximal first end 38 of the anchor sub-body 12 and is attached to the second side 20 of the hook body 16. The anchor head 44 extends from a distal end of the anchor neck 42 and terminates at the distal second end 40 of the anchor body 12.Referring to FIGS. 3 and 4, the anchor head 44 includes one or more anchor wings 46 a, 46 b. The one or more anchoring wings 46 a, 46 bcomprise a pair of anchoring wings including a first anchoring wing 46 aand a second anchoring wing 46 b, which are diametrically opposed across the anchoring sub-body 12.Referring to FIG. 2, each of the first anchoring wings 46 aand the second anchoring wings 46 bincludes an outermost wing side surface 48 that extends further radially outward (relative to the axial center C of the anchoring sub-body 12) than at least one first neck side surface 50 aof the anchoring neck 42. In the illustrated example, the outermost wing side surface 48 of the first anchor wing 46 aand the second anchor wing 46 bis arcuate, such that the distance extending across the outermost wing side surface 48 of the first anchor wing 46 aand the second anchor wing 46 bmay correspond to a diameter.With continued reference to FIG. 2, the anchoring neck 42 includes second neck side surfaces 50 bcooperating with the first neck side surfaces 50 ato define a neck side surface 50. As shown in FIGS. 2 and 3, the second neck side surfaces 50 bextend toward and converge with the outermost wing side surface 48 of the first anchor wing 46 aand the second anchor wing 46 b. Unlike the first neck side surfaces 50 aof the anchoring neck 42, the second neck side surfaces 50 bof the anchoring neck 42 are not disposed further radially inward from the outermost wing side surface 48 of each of the first anchoring wings 46 aand the second anchoring wing 46 b. In other words, the second neck side surfaces 50 bmay be flush with the outermost wing side surfaces 48.Referring to FIG. 2, in some implementations, each of the first anchoring wings 46 aand the second anchoring wings 46 bincludes a first end surface 52 and a second end surface 54. the first end surface 52 of the first anchoring wing 46 aand the second anchoring wing 46 bis respectively disposed opposite the second end surface 54 of the first anchoring wing 46 aand the second anchoring wing 46 b. The first end surface 52 of the first anchor wing 46 aand the second anchor wing 46 bis disposed opposite (i.e., faces) the second side 20 of the hook body 16.The first neck side surfaces 50 aof the anchoring neck 42 extend from the first end surface 52 of the first anchoring wing 46 aand the second anchoring wing 46 bto the second side 20 of the hook base body 16. In the example shown, the first side surfaces of the neck 50a are substantially flat or planar.With continued reference to FIG. 2, in some examples, each of the first anchor wing 46 aand the second anchor wing 46 bincludes a guide surface 56. for each of the first and second anchor wings 46 aand 46 b, the guide surface 56 extends from the first end surface 52 to the second end surface 54. In other examples, as shown in FIG. 2, each of the first anchor wing 46 aand the second anchor wing 46 bincludes a first beveled surface 58. the first beveled surface 58 extends between the guide surface 56 and the first end surface 52 of each of the first anchor wing 46 aand the second anchor wing 46 b.Moreover, in some embodiments, the first end surface 52 converges with the second side 20 of the hook body 16 along a direction from the guide surface 56, as shown in FIG. 2. For example, the first end surface 52 of the first anchor wing 46 aand the second anchor wing 46 bis each oriented at an oblique angle θ 52 (e.g., as shown in FIG. 2 ). The oblique angle θ 52 refers to a plane P (see, e.g., FIG. 2 ) extending across the anchoring head 44 disposed below the first end surface 52 of the first anchoring wing 46 aand the second anchoring wing 46 b. The plane P is orthogonal to the central axis of rotation A 10- A 10 of the cargo securing hook 10 and parallel to the second side 20 of the hook base 16. Since the first end surfaces 52 of both the first anchor wing 46 aand the second anchor wing 46 bare aligned at the oblique angle θ 52 the first end surfaces 52 of both the first anchor wing 46 aand the second anchor wing 46 bmay partially define the anchor head 44 to have a helical shape, a helical shape, or the like that assists in securing the cargo securing hook 10 to the vehicle frame 100, as described in the following invention.With continued reference to FIG. 2, in other examples, each of the first anchor wing 46 aand the second anchor wing 46 bincludes a first rear surface 60. the first rear surface 60 is formed on a side opposite the front surface 56 and extends from the second end surface 54 of each of the first anchor wing 46 aand the second anchor wing 46 b.With continued reference to FIG. 2, each of the first anchor wing 46 aand the second anchor wing 46 bincludes a beveled surface 62. the beveled surface 62 forms a chamfer between the second end surface 54 and the wing outermost side surface 48 of each of the first anchor wing 46 aand the second anchor wing 46 band each of the first rear surface 60 of the first anchor wing 46 aand the second anchor wing 46 b. As also shown in FIG. 2, both the first anchor wing 46 aand the second anchor wing 46 binclude a second rear surface 64.Referring now to FIG. 4, a plurality of surfaces of both the first anchor wing 46 aand the second anchor wing 46 boperate to form a locking profile 66 of the anchor head 44 of the anchor sub-body 12. The plurality of surfaces of both the first anchor wing 46 aand the second anchor wing 46 b, which cooperate to define the locking profile 66 of the anchor head 44 of the anchor sub-body 12, include, for example: the second end surfaces 54; the guide surfaces 56; the outermost wing side surfaces 48; the first rear surfaces 60; the chamfered surfaces 62; and the second rear surfaces 64.As shown in FIG. 4, the locking profile 66 is defined by the plurality of surfaces of the first anchor wing 46 aand the second anchor wing 46 b. However, the locking profile 66 may alternatively be defined at least in part by the convergence of at least two of the plurality of surfaces of both the first anchor wing 46 aand the second anchor wing 46 b, e.g., by: the second end surface 54; the front surface 56; the outermost wing side surface 48; the first rear surface 60; the chamfered surface 62; and the second rear surface 64. Accordingly, in some cases, the locking profile 66 may be generally defined by a substantially "Z-shaped" pattern bounded by the plurality of surfaces of both the first anchor wing 46 aand the second anchor wing 46 b.Referring now to FIG. 5, the vehicle frame 100 is illustrated in accordance with an embodiment of the present invention. The vehicle frame 100 comprises, for example, a sheet metal part piece 102 or a decorative part piece 104 or both.The trim portion 104 is disposed on the sheet portion 102 and as such may alternatively be referred to as an interior trim that provides an aesthetically pleasing appearance to the passenger compartment side 106 (see, e.g., FIG. 7B ) of the vehicle frame 100. Accordingly, the trim portion 104 may define an "A-side" of the vehicle frame 100. The trim portion 104 includes a feed-through opening 108 that allows access to the sheet portion 102 that is located "behind" the trim portion 104 (as viewed by an occupant on the passenger compartment side 106 of the vehicle frame 100). In some embodiments, the feed-through aperture 108 is defined by a feed-through diameter D 108.Since the sheet metal part piece 102 can be arranged "behind" the decorative part piece 104 and carries other components of the vehicle frame 100, the sheet metal part piece 102 can alternatively also be referred to as the base plate of the vehicle frame 100. In some implementations, the sheet metal section 102 may help define the cavity 110 (see, e.g., FIG. 7B ) of the vehicle frame 100. Alternatively, since the sheet metal section 102 may also be referred to as a base plate that is not visible to the passenger in the passenger compartment side 106 of the vehicle frame 100, the sheet metal section 102 may form a "B-side" of the vehicle frame 100.Referring to FIG. 7B, the decorative part 104 includes an A-surface facing side 104 aand a B-surface facing side 104 b. The decorative section 104 is further defined by a thickness T 104 extending between the A-surface facing side 104 aand the B-surface facing side 104 b. The through hole 108 extends through the thickness T 104 of the decorative part 104. The A-surface facing side 104 aof the trim portion 104 helps define the passenger compartment side 106 of the vehicle frame 100.With continued reference to FIG. 7B, the sheet metal section 102 includes an A-surface facing side 102 aand a B-surface facing side 102 b. The sheet metal section 102 is further defined by a thickness T 102 (see, e.g., FIG. 7B ) extending between the A-surface facing side 102 aand the B-surface facing side 102 b. A positive feedthrough 112 extends through the thickness T 102 of the sheet metal part 102. The side 102 bof the sheet metal part piece 102 facing the B surface contributes to defining the cavity 110 of the vehicle frame 100. The positive feed-through 112 may be formed using any desired method, such as stamping, stamping, casting, or the like.Together, the feedthrough opening 108 of the decorative section 104 and the positive feedthrough 112 of the sheet section 102 may define a frame feedthrough 114 (see, e.g., FIG. 7B ) of the vehicle frame 100. The frame feedthrough 114 extends at a distance defined by the thickness T 104 of the decorative section 104 and the thickness T 102 of the sheet section 102.Referring to FIGS. 5 and 7B, the positive feed-through 112 is defined by the one or more feed-through surfaces 116 disposed in the thickness T 102 of the sheet metal section 102. The one or more feed-through surfaces 116 connect the side 102 aof the sheet metal part piece 102 facing the A surface to the side 102 bof the sheet metal part piece 102 facing the B surface.With continued reference to FIGS. 5 and 7B, when the trim part 104 is attached to the sheet part 102, the B-surface facing side 104 bof the trim part 104 is opposite or adjacent to the A-surface facing side 102 aof the trim part 102. After fastening decorative part 104 to sheet metal part 102, lead-through opening 108 formed by decorative part 104 is designed to allow access to positive lead-through 112 formed by sheet metal part 102. As a result, a portion of the sheet metal section 102 defining the positive feed-through 112 is accessible from the passenger compartment side 106 of the vehicle frame 100 through the feed-through opening 108 formed by the trim section 104. The resulting accessibility of the positive bushing 112 from the passenger compartment side 106 of the vehicle frame 100 through the bushing opening 108 formed by the decorative part 104 enables the later attachment of the load securing hook 10 in a subsequent assembly step, which is described in the following invention.The positive passage 112 of the sheet metal part 102 is designed to have a similar shape to the locking profile 66 of the anchoring head 44 of the anchoring part body 12. As comparatively shown in FIGS. 4, 5, and 6B, both the locking profile 66 of the anchor head 44 of the anchor sub-body 12 and the positive passage 112 are generally represented by the "Z-shape" (whereby the positive passage 112 of the sheet metal section 102 is bounded by the one or more passage surfaces 116 of the sheet metal section 102). More specifically, the one or more feed-through surfaces 116 of the sheet metal section 102 generally correspond to the convergence of two or more of the surfaces of the first anchor wing 46 aand the second anchor wing 46 bdefining the locking profile 66, for example at least partially being the following surfaces: the second end surface 54; the front surface 56; the outermost wing side surface 48; the first rear surface 60; the beveled surface 62; and the second rear surface 64. Accordingly, in some instances, as with the locking profile 66, the positive feed-through 112 may also be generally defined by a substantially "Z-shaped" pattern bounded by the one or more feed-through surfaces 116 of the sheet metal section 102. In this case, the "Z-shape" of the anchoring head 44 acts like a form-fitting male part which is designed to be inserted into the corresponding form-fitting female part of the "Z-shape" which is defined by the form-fitting leadthrough 112 of the sheet metal part 102.Referring now to FIGS. 5-7B, a method of assembling a subassembly 150 in accordance with an embodiment of the present invention is illustrated. The subassembly 150 includes the cargo securement hook 10 and the vehicle frame 100.As shown in FIG. 5, the load securing hook 10 is arranged in a passenger compartment side 106 of the vehicle frame 100 and is located opposite the positive passage 112 of the sheet metal part 102. Thereafter, the locking profile 66 of the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is axially aligned along an axis A 150- A 150 of the sub-assembly 150 such that the axis A 150- A 150 of the sub-assembly 150 is coaxial with the central axis of rotation A 40- A 10 of the cargo securing hook 10. Thereafter, the locking profile 66 of the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is rotatably aligned about the central axis of rotation A 10- A 10 of the cargo securing hook 10 to align both the first anchoring wing 46 aand the second anchoring wing 46 bdefining the locking profile 66 with corresponding portions of the positive passage 112 of the sheet metal part 102.With reference to FIGS. 6A-6B, in a subsequent step, the anchoring head 44 of the anchoring sub-body 12 of the charge securing hook 10 is guided in the direction of the arrow X through the passage opening 108 formed by the target sub-piece 104 and then through the positively locking passage 112 of the sheet-metal sub-piece 102 (see, for example, FIG. 5 ). In other words, the anchoring head 44 of the anchoring part body 12 of the load securing hook 10 is guided through the frame passage 114 of the vehicle frame 100. If the locking profile 66 of the anchoring head 44 of the anchoring part-body 12 of the cargo securing hook 10 is not rotated sufficiently about the central axis of rotation A 10- A 10 of the cargo securing hook 10, so that the two first anchoring wings 46 aand second anchoring wings 46 bdefining the locking profile 66 are not aligned with corresponding parts of the positive passage 112 of the sheet metal part 102, the anchoring head 44 of the anchoring part-body 12 of the cargo securing hook 10 cannot be guided through the positive passage 112 of the sheet metal part 102.As shown in FIG. 6A, the operation of passing the anchor head 44 of the anchor sub-body 12 of the cargo securement hook 10 through the frame passage 114 of the vehicle frame 100 ends when the second side 20 of the hook main body 16 of the cargo securement net hook sub-body 14 of the cargo securement hook 10 contacts and faces or abuts the A-surface facing side 104 aof the decorative sub-piece 104. Additionally, the diameter D 16( see, e.g., FIG. 4 ) of the hook base 16 is configured to be greater than the through diameter D 108( see, e.g., FIG. 5 ) of the through opening 108 formed using the trim portion 104 to close the through opening 108 formed using the trim portion 104 and to conceal the portion of the sheet portion 102 that would otherwise be accessible from the passenger compartment side 106 of the vehicle frame 100.After the anchor head 44 of the anchor sub-body 12 of the cargo securing hook 10 has been passed through the pass-through opening 114 of the vehicle frame 100 as described above, the anchor neck 42 of the anchor sub-body 12 is substantially disposed within the pass-through opening 114 of the vehicle frame 100, as shown in FIG. 7B.As shown in FIGS. 6B and 7B, after passing the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 through the passage opening 114 of the vehicle frame 100 as described above, the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is also disposed axially beyond the B-surface facing side 102 bof the sheet metal sub 102 such that the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is disposed within the cavity 110 of the vehicle frame 100.Referring to FIGS. 6A and 6B, after the anchor head 44 of the anchor sub-body 12 of the cargo securement hook 10 is disposed axially beyond the B-surface facing side 102 bof the sheet metal sub 102 such that the anchor head 44 of the anchor sub-body 12 of the cargo securement hook 10 is disposed within the cavity 110 of the vehicle frame 100, the cargo securement hook 10 is then rotated in the direction R about the central axis of rotation A10-A10 of the cargo securement hook 10 relative to the vehicle frame 100. The rotation R of the cargo securing hook 10 relative to the vehicle frame 100 results in the locking profile 66 not being aligned with the corresponding portions of the positive passage 112 of the sheet metal portion 102, which prevents the cargo securing hook 10 from being removed from the vehicle frame 100 in a direction opposite the arrow X.Furthermore, as illustrated in FIG. 7B, after the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is disposed axially beyond the B-surface facing side 102 bof the sheet metal section 102 such that the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 and then rotated in the direction R, the first end surface 52 of both the first anchoring wing 46 aand the second anchoring wing 46 bof the anchoring head 44 of the anchoring sub-body 12 of the cargo securing hook 10 is disposed opposite the B-surface facing side 102 bof the sheet metal section 102. Since the first end face 52 of both the first anchoring wing 46 aand the second anchoring wing 46 bof the anchoring head 44 of the anchoring part-body 12 of the cargo securing hook 10 is oriented according to the oblique angle θ 52 and is arranged opposite the side 102 bof the sheet metal part piece 102 facing the B surface, the rotation R of the cargo securing hook 10 about the central axis of rotation A 10- A 10 of the cargo securing hook 10 results in both the first anchoring wing 46 aand the second anchoring wing 46 bof the anchoring head 44 of the anchoring part-body 12 of the cargo securing hook 10 being drawn progressively closer to the side 102 bof the sheet metal part piece 102 facing the B surface, so that the charge securing hook is drawn progressively closer to the sheet metal part piece 102 when the charge securing hook 10 is rotated. Progressive tightening of the cargo securement hook 10 adjacent the vehicle frame 100 reduces disengagement of the cargo securement hook 10 from the vehicle frame 100 during use of the vehicle as well as noise (e.g., rattle) if the first end surface 52 of both the first anchor wing 46 aand the second anchor wing 46 bof the anchor head 44 of the anchor sub-body 12 of the cargo securement hook 10 is not sufficiently closely adjacent the B-surface facing side 102 bof the sheet metal portion 102 of the vehicle frame 100.Referring to FIGS. 6A-6B, the rotation R of the cargo securement hook 10 by a first angle of rotation (according to the direction of arrow R) relative to the vehicle frame 100 results in a horizontal orientation (shown, e.g., in FIG. 7A ) of the first hook member 22 a, the second hook member 22 b, and the cross member 32 of the cargo securement net hook sub-body 14 within the passenger compartment side 106 of the vehicle frame 100. In some implementations, the first angle of rotation of the cargo securement hook 10 relative to the vehicle frame 100 may be about 65°. If desired, the cargo securement hook 10 may be further rotated (in the direction of arrow R) relative to the vehicle frame 100 by a second angle of rotation to achieve vertical alignment (not shown) of the first hook member 22a, the second hook member 22b, and the cross member 32 of the cargo securement net hook sub-body 14 within the passenger compartment side 106 of the vehicle frame 100. In some embodiments, the second angle of rotation of the charge retention hook 10 relative to the vehicle frame 100 may be about 155°.Referring again to FIG. 3, the second side 20 of the hook body 16 of the cargo securement net hook sub-body 14 of the cargo securement hook 10 includes a plurality of protrusions 68 a, 68 b, 70 a. The plurality of protrusions 68 a, 68 b, 70 acomprises a first pair of opposing protrusions defined by a first protrusion 68 adisposed opposite a second protrusion 68 b. The plurality of protrusions 68 a, 68 b, 70 aincludes a second pair of opposing protrusions defined by a third protrusion 70 adisposed opposite a fourth protrusion (not shown). When the cargo securing hook 10 is rotated relative to the vehicle frame 100 as described above, the plurality of protrusions 68 a, 68 b, 70 amay engage the corresponding recesses 118 (see, e.g., FIG. 7B ) formed in the A-surface facing side 102 a, 104 aof the sheet metal portion 102 or the decorative portion 104. When the plurality of protrusions 68 a, 68 b, 70 aare engaged with the corresponding recesses 118 formed in the A-surface facing side 102 a, 104 aof the sheet metal part 102 or the decorative part 104, a user rotating the charge securing hook 10 can obtain tactile feedback that the plurality of protrusions 68 a, 68 b, 70 aare engaged with or jump into the corresponding recesses 118 formed in the A-surface facing sides 102 a, 104 aof the sheet metal part 102 or the decorative part 104. Moreover, by engaging the plurality of protrusions 68 a, 68 b, 70 awith the corresponding recesses 118 formed in the A-surface facing sides 102 a, 104 aof the sheet metal part 102 or the decorative part 104, an interference fit is formed that provides a rotation preventing function that prevents the undesired rotation of the cargo securing hook 10 in the direction opposite to the arrow R relative to the vehicle frame 100.The configuration of the cargo securement hook 10 and the vehicle frame 100 that illustrates the subassembly 150 described above allows for effective attachment of the cargo securement hook 10 to the vehicle frame 100. Attachment is accomplished by simply inserting X (see, e.g., FIG. 5 ) the cargo securement hook 10 into the feedthrough opening 114 of the vehicle frame 100, followed by rotation R (see, e.g., FIGS. 6A-6B ) of the cargo securement hook 10 relative to the vehicle frame 100. Accordingly, the sub-assembly 150 is provided without the use of fasteners or devices.

Claims

A cargo securing hook (10) for a motor vehicle, comprising: a hook body (16) having a first side (18) and a second side (20) disposed opposite the first side (18), and a cargo securing net hook body portion (14) secured to the first side (18) of the hook body (16); an anchoring body portion (12) comprising (i) an anchoring neck (42) extending from a proximal first end (38) secured to the second side (20) of the hook body (16) to a distal second end (40) and defining a central axis of rotation (A 10- A 10) and (ii) an anchoring head (44) disposed at the distal second end (40) of the anchoring neck (42); characterized in that the anchoring head (44) comprises a plurality of anchoring wings (46a, 46b) extending radially outwards from the anchoring neck (42) to an outermost wing side surface (48); each anchoring wing (46a, 46b) having a first end surface (52) which is arranged opposite the second side (20) of the hook base body (16) and which is oriented at an oblique angle (θ 52) relative to the central axis of rotation (A 10- A 10) of the anchoring sub-body (12), and a second end surface (54) which is arranged on a side opposite the first end surface (52); and wherein the second side (20) of the hook base body (16) of the load-securing net hook partial body (14) of the load-securing hook (10) has a plurality of projections (68a, 68b, 70a).The cargo securing hook (10) of claim 1, wherein anchor wings (46a, 46b) include a guide surface (56) extending from the first end surface (52) to the second end surface (54).The cargo securing hook (10) of claim 2, wherein anchor wings (46a, 46b) include a first beveled surface (58) extending between the first end surface (52) and the guide surface (56).The cargo securing hook (10) of claim 1, wherein the first end surface (52) converges with the second side (20) of the hook body (16) along a direction from the guide surface (56).The cargo securing hook (10) of claim 1, wherein the cargo securing net hook sub-body (14) comprises a first hook member (22a) and a second hook member (22b), each having an arcuate body (24) defining (i) a first hook opening (26) extending in an axial direction through the first hook member (22a) and the second hook member (22b), and (ii) a second hook opening (30) allowing radial access to the first hook opening (26).The cargo securing hook (10) of claim 5, wherein the cargo securing net hook sub-body (14) comprises a cross member (32) extending across and connecting the first hook member (22a) to the second hook member (22b).The cargo securing hook (10) of claim 6, wherein the cross member (32), the first hook member (22a), the second hook member (22b), and the hook body (16) cooperate to form a loop member (34) defining a third hook opening (36).

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