Load restraint device in a vehicle
The load restraint device with a movable stop and adjustable pad addresses inefficiencies in existing systems by enabling easy, secure, and safe load retention in vehicles, minimizing user effort and product damage.
Patent Information
- Authority / Receiving Office
- FR · FR
- Patent Type
- Applications
- Current Assignee / Owner
- GRUAU LAVAL
- Filing Date
- 2024-12-20
- Publication Date
- 2026-06-26
AI Technical Summary
Existing load restraint systems for vehicles, such as straps, are inefficient and require significant user effort, can loosen during transport, and fail to notify users of improper installation, leading to potential trolley movement and product damage.
A load restraint device with a bracket integrated into the vehicle floor, featuring a movable stop that transitions between locking and release positions, allowing easy and secure load retention without excessive effort, and includes a pad for cushioning and adjustable protrusions for various load sizes.
The device provides effective load restraint with minimal user effort, prevents trolley movement, reduces product damage, and ensures secure transport by requiring deliberate action to unlock, thus enhancing safety and ease of use.
Smart Images
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Abstract
Description
Title of the invention: Load restraint device in a vehicle Scope of the invention
[0001] The field of the invention is that of logistics and more specifically that of the design and manufacture of transport solutions.
[0002] More particularly, the invention relates, in particular but not exclusively, to a load restraint device in a vehicle. State of the art
[0003] Transport vehicles enable the transport of goods, whether objects or foodstuffs, from a warehouse to a final destination, be it a store or a residence. These vehicles generally take the form of delivery trucks or vans, which have a storage compartment inside which trolleys or crates containing the goods to be delivered are placed. The trolleys or crates are more commonly referred to as loads. The terms trolleys, load, or crates may be used interchangeably hereafter to identify the same element.
[0004] This organization thus makes it possible to optimize delivery times since the products can be placed in trolleys by being grouped by category, which allows preparation of the trolleys before transport, then easier unloading in store, or even simplified shelf placement since the products can be grouped by aisles.
[0005] To make their daily lives easier, more and more people are using home delivery services. The use of trolleys allows them to group the products of a single order in one trolley, and potentially to place several orders with nearby delivery addresses in the same trolley. This makes the delivery drivers' job easier.
[0006] While the use of trolleys offers many advantages for deliveries, it is not without disadvantages with regard to transport.
[0007] Indeed, when they are placed in the storage volume of transport vehicles, the trolleys must be blocked in their movements.
[0008] In particular, the movement of trolleys in the storage volume must be limited, or even eliminated, to avoid creating movements that could destabilize the transport vehicle in the event of sudden braking, for example.
[0009] In other words, when they are free to move within the storage volume, the trolleys form mobile weights which can, by their weight, destabilize the vehicle in the event of a change of speed or roughness on a traffic lane.
[0010] In addition, the movement of the trolleys can cause collisions between the trolleys, these collisions can lead to the degradation of the transported products, potentially rendering them unfit for consumption, for example, for products packaged under a protective atmosphere which may degrade following a collision with a neighboring product.
[0011] To avoid this type of inconvenience, the trolleys are conventionally held in the vehicles by means of straps stretched on either side of the storage volume.
[0012] However, the use of straps is not without disadvantages.
[0013] Indeed, the straps can loosen during the journey and thus limit the blocking of the trolleys which then have a clearance allowing their movement.
[0014] Furthermore, the straps may be improperly tensioned, causing the same risks of trolley movement. This can be explained by the fact that significant effort may be required to tension the straps, an effort that may be difficult for a user to exert.
[0015] Furthermore, if the straps are not installed, the user is not notified of this absence. The trolleys are therefore free to move within the storage area without the driver being informed. Objectives of the invention
[0016] The invention aims in particular to overcome the drawbacks of the prior art.
[0017] More specifically, the invention aims to provide a load restraint device in a vehicle, which allows for effective load restraint without requiring significant effort from the user.
[0018] The invention also aims to provide such a device which is simple to use and maintain.
[0019] The invention further aims to provide such a device which is simple in design, manufacture and installation. Description of the invention
[0020] These objectives, as well as others which will appear subsequently, are achieved thanks to the invention which relates to a load restraint device in a vehicle, characterized in that it comprises a bracket intended to be integrated into a floor of said vehicle, the bracket having: - a base; - two wings extending opposite each other from the base, and - an axis extending between the two wings, said device also comprising a stop having a groove in which the axle of the rider is received, said stop being movably mounted on the rider between: - a locking position in which the axle of the rider is received at a first end of the groove so that the stop is locked in rotation around the axis by contact of a bearing portion of the stop against the base of the rider, and - a release position in which the axle of the rider is received at a second end of the groove, the stop being pivoted around the axle so that the bearing portion of the stop forms a non-zero angle with the base of the rider.
[0021] A user can thus lock a load by simply rotating the stop, which is simple, quick and without significant effort.
[0022] Furthermore, the non-zero angle is chosen in such a way that the stop does not interfere with the movement of the load on the floor of the vehicle.
[0023] According to an advantageous aspect, the groove is a straight groove whose second end is located closer to the bearing portion compared to the first end.
[0024] Such an arrangement of the groove makes it possible to cause a separation of the bearing portion of the stop relative to the base of the rider as the stop is moved from its locking position to its release position.
[0025] Conversely, such an arrangement of the groove makes it possible to cause the bearing portion of the stop to move closer to the base of the rider as the stop is moved from its release position to its locking position.
[0026] According to another advantageous aspect, the stop includes a pad, said pad being intended to come into contact with a load to be retained when the stop is in its locking position.
[0027] The skate thus allows a soft support against the load so as to form a part of the cushioning.
[0028] The pad therefore allows a functional play which limits a concentration of stresses between the load and the device which could tend to damage the device or the load.
[0029] According to another advantageous aspect, the pad has a housing for receiving part of the stop, the pad having a first protrusion and a second protrusion located on either side of the housing, the first protrusion having a first thickness El greater than a second thickness E2 of the second protrusion.
[0030] The pad can thus be mounted on the stop in two distinct positions, a first position in which the first protrusion is intended to bear against the load, and a second position in which the second protrusion is intended to come to rest against the load.
[0031] It is therefore possible to adapt the device according to the load to be retained.
[0032] According to another advantageous aspect, the stop is formed by a U-shaped piece defining a core and two lugs extending opposite each other from said core.
[0033] Such a stop thus combines strength and lightness, making it possible to effectively retain a load while being easily handled by a user because it is light.
[0034] According to another advantageous aspect, the core of the stop is housed in the housing of the pad so that the first protrusion and the second protrusion are located on either side of the core.
[0035] This facilitates the adaptation of the device according to the load to be retained.
[0036] Indeed, depending on the protrusion of the stop, and in particular its thickness, the device can be adapted to the dimensions of the load to be retained while ensuring effective retention.
[0037] According to another advantageous aspect, the rider has a beak extending in line with the base, said beak forming a flare of the rider intended to guide the stop when it passes from its release position to its locking position.
[0038] Such a beak facilitates the handling of the stop so as to allow effective blocking of the load by ensuring that the support portion of the stop comes into contact with the base of the rider.
[0039] According to another advantageous aspect, the stop also includes a manipulating element.
[0040] Such a handling device makes it possible to avoid any risk of injury to the user by pinching a finger between the load and the stop for example.
[0041] Indeed, by using the manipulator, the user can change the position of the stop away from a danger zone in which he could get pinched between the device and the load.
[0042] Furthermore, the manipulating element makes it possible to increase the power of the user's effort when he wishes to move the stop from its blocking position to its release position.
[0043] In other words, the user does not have to force the stop to move from its blocking position to its release position.
[0044] The invention also relates to a motor vehicle comprising a floor incorporating at least one device as previously described, in which the stop extends substantially parallel to said floor, in the release position.
[0045] Such a vehicle thus allows, thanks to the device, the efficient retention of loads without the said device causing an obstruction to the loading or unloading of the load, in particular by positioning the stop in its release position.
[0046] According to an advantageous aspect, said vehicle has a box having an opening that can be closed by an opening, characterized in that the rider is positioned at a distance D from said opening, said distance D being defined such that in its release position the stop forms an obstacle to the closing of the opening.
[0047] Thus, as long as the device's stop is not in its locked position, it is impossible for a user to close the opening. The user is therefore aware that the load is not being held effectively, which presents a safety risk.
[0048] To remedy this, the user can then position the stop in its locking position, which then allows him to close the opening to ensure safe transport of the load. Figures
[0049] Other features and advantages of the invention will become more apparent from the following description of a preferred embodiment of the invention, given by way of illustrative and non-limiting example, and the accompanying drawings described below.
[0050] [Fig.1] Fig.1 is a schematic side view representation of a vehicle comprising at least one load restraint device, according to the invention.
[0051] [Fig.2] Fig.2 is a schematic rear perspective representation of a load restraint device according to the invention.
[0052] [Fig.3] The [Fig.3] is a schematic front perspective representation of a rider of the load retaining device, according to the invention.
[0053] [Fig.4] The [Fig.4] is a schematic rear perspective representation of a stop of the load retaining device, according to the invention.
[0054] [Fig.5] The [Fig.5] is a schematic side view representation of a pad of the load retention device, according to the invention.
[0055] [Fig.6] The [Fig.6] is a schematic side view representation illustrating the use of the load restraint device, according to the invention. Detailed description of the invention
[0056] The same elements have been designated by the same reference numerals in the different figures. In particular, the structural and / or functional elements common to the different embodiments may have the same reference numerals and may have identical structural, dimensional and material properties.
[0057] In the following description, when reference is made to absolute positional qualifiers, such as "front", "back", "top", "bottom", "left", "right", etc., or relative positional qualifiers, such as "above", "below", "superior", "inferior", etc., or to orientational qualifiers, such as "horizontal", "vertical", etc., unless otherwise specified, reference is made to the orientation of the figures. Unless otherwise specified, The expressions "approximately", "roughly", "about", and "on the order of" mean within 10%, preferably within 5%.
[0058] With reference to [Fig.1], the following axes are defined with respect to a vehicle 10: - an axis X extending along a longitudinal direction and defining a direction of forward movement of the vehicle 10; - a Y-axis extending perpendicularly to the X-axis and defining a transverse direction, and - a Z-axis, forming with the X-axis and the Y-axis a direct orthonormal trihedron.
[0059] Said trihedron is also used on [Fig.2], [Fig.3], [Fig.4], [Fig.5] and [Fig.6].
[0060] The vehicle 10 shown in [Fig.1] is a vehicle 10 of the automobile type in that it includes motorized means enabling its movement.
[0061] This vehicle 10 comprises a chassis 11 on which a transport box 12 is attached.
[0062] The box 12 has an opening 13 (visible on [Fig.6]) which can be closed by an opening 14. In this case the opening 13 is located at the rear of the box 12 and the opening 14 is a hinged part, for example a door.
[0063] The transport box 12 allows for the accommodation of loads C (as schematically illustrated in [Fig.5]), for example crates or trolleys containing products.
[0064] When loaded inside the box 12, the loads C are held in position to prevent them from moving during transport.
[0065] This positioning is achieved using a load retention device 100 C.
[0066] The device 100 includes a rider 110 and a stop 120 movable relative to the rider 110.
[0067] As will be explained below, the stop 120 is movable between a locking position and a release position.
[0068] The rider 110 is intended to be integrated into a floor of said vehicle 10.
[0069] With reference to [Fig.3], rider 110 presents: - a base 111; - two wings 112, and - an axis 113 extending between the two wings 112.
[0070] The two wings 112 extend opposite each other from the base 110.
[0071] Thus, when viewed in section along a plane parallel to the XY plane, the rider 100 has a U shape by its base 111 and its wings 112.
[0072] The bracket 110 also includes, against each wing 112, a fastening element 114 for the bracket 110 to the vehicle floor 10. The fastening elements 114 are U-shaped pieces opening on the outside of the bracket 110.
[0073] The floor of the vehicle 10 is thus positioned within the U-shaped brackets 114. Bolts 115 then pass through both the floor and the brackets 114 to secure the bracket 110 to the floor. It should be noted that a bolt comprises a screw and at least one nut with a helical engagement with the screw.
[0074] In addition, the rider 110 has a beak 116 extending in line with the base 111.
[0075] The beak 116 thus forms a flare of the rider 110 intended to guide the stop 120 during its passage from its release position to its locking position as explained later.
[0076] As illustrated by [Fig.3], the wings 112 extend both along the base 111 and the beak 116.
[0077] Thus, the base 111, the wings 112 and the beak 116 form a single piece obtained for example by cutting and folding at least one metal sheet with possibly one or more weld beads.
[0078] Alternatively, the base 111, the wings 112 and the beak 116 can be made from material, for example in the preceding case by cutting and bending a single sheet, or alternatively, by machining a blank or by molding, or even additive manufacturing.
[0079] As described previously, the device 100 also includes a stop 120.
[0080] With reference to [Fig.4], the stop 120 is formed by a U-shaped piece defining a web 121 and two lugs 122 extending opposite each other from said web 121.
[0081] The stop 121 extends between a locking end 123 and a free end 124. Near the locking end 123, the web 121 has a bearing portion 125.
[0082] The stop 120 also has a groove 126 in which the shaft 113 of the rider 110 is received.
[0083] The groove 126 is rectilinear, therefore it is straight, and extends between a first end 126a and a second end 126b.
[0084] The stop 120 is mounted to rotate freely on the rider 110 between: - a locking position, and - a release position.
[0085] In the locked position, the axis 113 of the bracket 110 is received in the first end 126a of the groove 126 such that the stop 120 is prevented from rotating about the axis 113 by contact of the bearing portion 125 against the base 111 of the bracket 110. In other words, in the locked position, the bearing portion 125 and the base 111 of the bracket 110 form a zero angle since they are in contact with each other. By analogy, a zero angle can also be understood as a complete revolution, that is to say, 360°.
[0086] In the release position, the axis 113 of the rider 110 is received in the second end 126b of the groove 126, the stop 120 being pivoted around the axis 113 so that the bearing portion 125 of the stop 120 forms a non-zero angle with the base 111 of the rider 110.
[0087] As can be seen in Figures 4 and 6, the second end 126b of the groove 126 is located closer to the bearing portion 125 compared to the first end 126a.
[0088] As will be explained later, this allows gravity to cause the support portion 125 of the stop 120 to move closer to the base 111 of the rider to maintain the locking position when the stop moves from the release position to the locking position.
[0089] With reference to [Fig.2] and [Fig.5], the stop 120 also includes a pad 130.
[0090] The pad 130 is intended to come into contact with a load C (or several) to be retained when the stop 120 is in its locking position.
[0091] As can be seen in [Fig.5], the skate 130 has a housing 131 for receiving part of the stop 120.
[0092] In more detail, the web 121 of the stop 120 is housed in the housing 131 of the pad 130 so that the first protrusion 132 and the second protrusion 133 are located on either side of the web 121. The pad 130 is then blocked in lateral movement on the web 121 by the ears 122.
[0093] The skate 130 has a first protrusion 132 and a second protrusion 133 located on either side of the housing 131.
[0094] The first protrusion 132 has a first thickness El greater than a second thickness E2 of the second protrusion 133.
[0095] In addition, the first protrusion 132 has a substantially trapezoidal shape, the smallest part of which is intended to come into contact with at least one charge C.
[0096] Finally, with reference to [Fig.2], the stop 120 also includes a manipulation member 140.
[0097] This manipulation organ 140 is in the form of a strap defining a loop grasped by a user.
[0098] The manipulation member 140 is integral with the core 121 of the stop 120 and passes through the pad 130 to be manipulated by a user.
[0099] With reference to [Fig.6], the device 100 is shown being integrated into the floor P of a vehicle 10.
[0100] On [Fig.6], the stop 120 is illustrated in its locking position by solid lines and in its release position by dotted lines.
[0101] In its release position, the stop 120 extends substantially parallel to said floor P of the vehicle 10.
[0102] When integrated into the floor P of a vehicle 10, the jumper 110 is positioned at a distance D from said opening 13.
[0103] More specifically, the distance D is defined such that in its release position the stop 120 forms an obstacle to the closing of the opening 14.
[0104] The distance D is measured between the base 111 of the rider 110 and the opening 13.
[0105] In operation, to allow the loading of a load C into the box 12, the user positions the stop 120 in its release position by grasping the handling member 140 to rotate the stop 120 so that the shaft 113 initially positioned in the first end 126a of the groove 126 slides along the groove 126 to reach the second end 126b.
[0106] The stop 120 therefore does not interfere with the loading of the load C into the box.
[0107] When the load C is in position in the housing 12, the user can again grasp the handling member 140 to rotate the stop 120 and position it in its locking position. The shaft 113 then travels along the groove 126 to pass from the second end 126b to the first end 126a.
[0108] As the axis 113 moves towards the first end 126a, the bearing portion 125 of the stop moves towards the base 111 of the rider 110, until it comes to rest against the latter.
[0109] When the support portion 125 of the stop 120 is in contact with the base 111, the stop is blocked in rotation around the axis 113 and the pad 130 is in contact with the load C to be retained.
[0110] Prior to repositioning the stop 120 in its locking position, the user can choose the orientation of the pad 130 so as to position the first protrusion 132 or the second protrusion 133 above the support portion, to come into contact with the load C in the locking position of the stop 120.
[0111] The device just described offers many advantages, including the following.
[0112] Firstly, the safety of use and restraint of loads C inside the vehicle 10.
[0113] Indeed, when the stop 120 is in its locked position, a deliberate action is required to move it to the release position. In other words, the force exerted by the load C on the stop 120 cannot bring it to the release position.
[0114] This is explained by the fact that the support portion 125 of the stop 120 with the base 111 of the rider 110 prevents the rotation of the stop 120 around the axis 113.
[0115] It is then necessary to pull on the stop 120 via the handling member 140 to allow the shaft 113 to move in the groove 126 from the first end 126a up to the second end 126b which allows the rotation of the stop 120 around the axis 113 since the support portion 125 of the stop 120 and the base 111 of the rider 110 are no longer in contact.
[0116] Moreover, the device 100 is simple to use since it only requires a pulling movement and a rotation movement of the stop 120 since by gravity the stop 120 can reach its locking position as soon as it is pivoted to extend substantially vertically, that is to say substantially parallel to the Z axis.
[0117] Finally, device 100 is simple to maintain, design, manufacture and install.
Claims
Demands
1. Load restraint device (100) in a vehicle (10), characterized in that it comprises a bracket (110) intended to be integrated into a floor (P) of said vehicle (10), the bracket (HO) having: - a base (111);- two wings (112) extending opposite each other from the base (111), and - an axle (113) extending between the two wings (112), said device (100) also comprising a stop (120) having a groove (126) in which the axle (113) of the rider (110) is received, said stop (120) being movably mounted on the rider (110) between: - a locking position in which the axle (113) of the rider (110) is received at a first end (126a) of the groove (126) such that the stop (120) is blocked from rotation about the axle (113) by contact of a bearing portion (125) of the stop (120) against the base (111) of the rider (110), and - a release position in which the axle (113) of the rider (110) is received at a second end (126b) of the groove (126), the stop (120) being pivoted around the axis (113) so that the bearing portion (125) of the stop (120) forms a non-zero angle with the base (111) of the rider (110).;
2. Device (100) according to the preceding claim, characterized in that the groove (126) is a straight groove whose second end (126b) is located closer to the bearing portion (125) compared to the first end (126a).
3. Device (100) according to any one of the preceding claims, characterized in that the stop (120) comprises a pad (130), said pad (130) being intended to come into contact with a load (C) to be retained when the stop (120) is in its locking position.
4. Device (100) according to the preceding claim, characterized in that the pad (130) has a housing (131) for receiving a part of the stop (120), the pad (130) having a first protrusion (132) and a second protrusion (133) located on either side of the housing (131), the first protrusion (132) presenting a first thickness El greater than a second thickness E2 of the second outgrowth (133).
5. Device (100) according to any one of the preceding claims, characterized in that the stop (120) is formed by a U-shaped piece defining a web (121) and two lugs (122) extending opposite each other from said web (121).
6. Device (100) according to claims 4 and 5, characterized in that the web (121) of the stop 120 is housed in the housing (131) of the pad (130) so that the first protrusion (132) and the second protrusion (133) are located on either side of the web (121).
7. Device (100) according to any one of the preceding claims, characterized in that the rider (110) has a beak (116) extending in line with the base (111), said beak (116) forming a flare of the rider (110) intended to guide the stop (120) when it passes from its release position to its locking position.
8. Device (120) according to any one of the preceding claims, characterized in that the stop (120) also includes a manipulating member (140).
9. Motor vehicle (10) comprising a floor (P) incorporating at least one device (100) according to any one of the preceding claims, characterized in that in the release position, the stop (120) extends substantially parallel to said floor (P).
10. Vehicle (10) according to the preceding claim, said vehicle (10) having a box (12) having an opening (13) which can be closed by an opening (14), characterized in that the rider (110) is positioned at a distance D from said opening (13), said distance D being defined such that in its release position the stop (120) forms an obstacle to the closing of the opening (14).