Inventors: Harman GILL, Avinash JAYAKUMAR, Usman DULATOV FIELD OF THE INVENTION

[0001] The present invention relates to the field of cargo management, and in particular to a variety of cargo management systems incorporated into the rear cargo compartment of a vehicle.

BACKGROUND

[0002] Passenger vehicles are generally provided with a cargo compartment towards the rear section of the vehicle. The cargo compartment provides a volume of space suitable for transport of a wide range of cargo elements, such as groceries and sporting goods. Placement of goods within this space can be problematic in respect to both movement of the goods during transport, as well as accessibility. For example, in some SUV -type vehicles, goods that displace forwardly towards the rear passenger seats may be difficult for some people to reach without actually climbing into the cargo compartment. Effective cargo management not only provides a means to reduce the likelihood of damage of goods being transported, but also has the potential to reduce injury to vehicle occupants arising from unwanted movement of such goods during driving events c

SUMMARY OF THE INVENTION

[0003] According to an embodiment, provided is a cargo management system for a rear cargo compartment of a vehicle. The cargo management system comprises a cargo management tray supported upon a rail system mounted upon a load floor of the vehicle cargo compartment. The cargo management tray is operable to move from a first position where the cargo management tray is fully contained in the area of the vehicle cargo compartment, and a second position where at least a portion of the cargo management tray extends outwardly of the vehicle through a door opening.

[0004] According to another embodiment, provided is a cargo management system for a rear cargo compartment of a vehicle. The cargo management system comprises a generally planar positionable cargo barrier, at least one load floor track provided on a load floor of the cargo compartment, and at least one seatback track provided on a rear surface of a rearmost passenter seat. The positionable cargo barrier is selectably positionable in either an upright position on the load floor track, or a generally horizontal position on the seatback track.

[0005] According to another embodiment, provided is a cargo management system for a rear cargo compartment of a vehicle. The cargo management system comprises a plurality of securable cargo storage containers, dimensioned to occupy the cargo compartment of the vehicle. Each of the plurality of securable cargo storage containers includes an operable door to enable contents contained therein to be securely stored.

BRIEF DESCRIPTION OF THE DRAWINGS

[0006] The foregoing and other features and advantages of the invention will be apparent from the following description of the invention as illustrated in the accompanying drawings. The accompanying drawings, which are incorporated herein and form a part of the specification, further serve to explain the principles of the invention and to enable a person skilled in the pertinent art to make and use the invention. The drawings are not to scale.

[0007] Fig. 1 is a rear perspective view of a vehicle showing a rear cargo compartment.

[0008] Fig 2 is a rear perspective view of the vehicle of Fig. 1, showing a cargo management tray positioned in the rear cargo compartment, the cargo management tray shown in a first position. [0009] Fig. 3 is a rear perspective view of the vehicle of Fig. 1, showing the cargo management tray of Fig. 2 in a second position.

[0010] Fig. 4 is a close-up detailed rear view of a portion of the cargo management tray of Fig. 2, showing aspects of the roller assembly.

[0011] Fig. 5 is a side view of the cargo management tray of Fig. 2, showing aspects of the rail system.

[0012] Fig. 6 is a side view of an alternative embodiment of the cargo management tray, showing aspects of a detent system provided on the rail system.

[0013] Fig. 7 is a rear view of a vehicle showing a rear cargo compartment with the rearmost passenger seats in the upright position.

[0014] Fig. 8 is a rear view of the vehicle of Fig. 7, showing the rear cargo compartment with the rearmost passenger seats in the down folded position.

[0015] Fig. 9 is a rear view of the vehicle of Fig. 7, showing a cargo barrier positioned on the load floor.

[0016] Fig. 10 is a rear view of the vehicle of Fig. 7, showing the cargo barrier positioned on the rear surface of the rearmost passenger seats.

[0017] Fig. 11 is a perspective view of a portion of the cargo barrier, detailing aspects of a first embodiment of an interface of the cargo barrier with a load floor track.

[0018] Fig. 12 is a perspective view of a portion of the cargo barrier, detailing aspects of a second embodiment of an interface of the cargo barrier with a load floor track.

[0019] Fig. 13 is a side view of the cargo barrier interface of Fig 11, positioned on a seatback track. [0020] Fig. 14 is a side view of the cargo barrier interface of Fig. 11, showing an alternative cargo barrier with an added footing to increase the bearing surface of the cargo barrier against the track.

[0021] Fig. 15 is a rear perspective view of a vehicle showing a rear cargo compartment subdivided into a plurality of cargo storage containers, according to another embodiment of the invention.

[0022] Fig. 16 is a rear perspective view of the vehicle of Fig. 15, showing each of the cargo storage containers with an operable door presented in the form of a tamboured door.

[0023] Fig. 17 is a rear perspective view of the vehicle of Fig. 15, showing the cargo storage containers of Fig. 16 having the tamboured doors in varying positions.

[0024] Fig. 18 is a rear perspective view of the vehicle of Fig. 15, wherein the cargo storage containers of Fig. 16 are each fitted with a sliding tray assembly.

DETAILED DESCRIPTION OF EMBODIMENTS OF THE PRESENT INVENTION

[0025] Specific embodiments of the present invention will now be described with reference to the Figures, wherein like reference numbers indicate identical or functionally similar elements. The following detailed description is merely exemplary in nature and is not intended to limit the invention or the application and uses of the invention. A person skilled in the relevant art will recognize that other configurations and arrangements can be used without departing from the scope of the invention. Although the description and drawings of the embodiments hereof exemplify the technology as applied to automotive cargo compartments, it will be appreciated that the technology may be used in other applications, for example within cargo compartments of marine-craft and/or aircraft. Furthermore, there is no intention to be bound by any expressed or implied theory presented in the preceding technical field, brief summary or the following detailed description. [0026] Turning now to Fig. 1, shown is a vehicle 10 having a rear cargo compartment 20. The cargo compartment 20 is generally delimited by opposing first and second side panels 22, 24, a rear surface 26 of the rearward-most passenger seat 28, an openable door 30 or hatch opposite the passenger seats 28, a load floor 32 defining a load-supporting base, and an inside surface (not shown) of the roof 34. A variety of vehicles are configured with a cargo compartment 20 as shown including, but not limited to, CUVs, SUVs, vans, mini-vans, and commercial vehicles. The cargo compartment 20 is generally accessed through the door 30, hatch or openable access panel, to permit the cargo compartment 20 to be accessed from the outside of the vehicle. As shown, the door 30 is hinged along an upper portion 36, to permit the door 30 to be unlatched and swung upwards, as conventionally known on many vehicles currently available on the market.

[0027] With reference now to Figs. 2 and 3, to facilitate the transport of cargo items in the cargo compartment 20, the cargo compartment 20 is provided with a cargo management tray 40. The cargo management tray 40 is supported upon the load floor 32, and is operable to permit for easier access to items contained therein. As shown, the cargo management tray 40 is moveable from a first position (as shown in Fig. 2) where the cargo management tray 40 is fully contained within the cargo compartment 20 in a manner that permits the door 30 to be closed. In this first position, the cargo management tray 40 is said to be fully retracted. The cargo management tray 40 can also be moved to a second position (as shown in Fig. 3), where at least a portion of the cargo management tray 40 extends outwardly of the cargo compartment 20 through the door opening. In this second position, the cargo management tray 40 is said to be fully extended. In the second position, a user is able to more easily access the cargo management tray 40 to facilitate placement/removal of cargo/goods.

[0028] The cargo management tray 40 includes a base 42, and an upstanding perimeter wall 44 defined by a forward wall 46, a rearward wall 48, and opposing side walls, namely a first side wall 50, and a second side wall 52. The upstanding perimeter wall 44 defines a storage receptacle 60, generally dimensioned to maximize usage of the available space in the cargo compartment 20. The storage receptacle 60 may be subdivided into smaller storage compartments. As shown, the storage receptacle is subdivided into a first storage compartment 62, a second storage compartment 64, a third storage compartment 66, and a forth storage compartment 68. The division of the storage receptacle 60 into the noted storage compartments is achieved through the placement of upstanding dividers 70 that engage and inside surface of the perimeter wall 44. It will be appreciated that the selection and placement of dividers 70 as shown is merely exemplary, and that the storage receptacle 60 may be subdivided differently, to achieve a variety of configurations for the storage compartments. Accordingly, the dividers 70 may be removable, and configured to be placed in various configurations, as determined by the user. Where the dividers 70 are configured to be moveable to various positions, the dividers 70 and perimeter wall 44 are provided with a suitable track or similar feature to facilitate user-defined placement. Notwithstanding the above, in some embodiments, it may be advantageous to have the dividers 70 arranged in a fixed configuration. The cargo management tray 40 may also include a handle 76 on an outside surface of the rearward wall 48, to facilitate forward/rearward movement of the cargo management tray 40 by the user.

[0029] The upstanding perimeter wall 44 and divider(s) 70 may be made of materials including, but not limited to carbon steel, aluminum or its alloys, and/or engineered plastics including polyamide (PA), PE, HDPE, ABS, PC-ABS, PP, or glass-fiber or carbon fiber reinforced composites of such materials, or composite sandwich materials. Composite sandwich laminate structures such as reinforced paper, metal or polymer honeycomb boards (PCB) may also be used in the construction of the upstanding perimeter wall 44 and divider(s) 70. The components may additionally include features that serve to provide structural reinforcement or light-weighting characteristics, such as the use of honeycomb reinforcement ribbing.

[0030] The upstanding perimeter wall 44 and divider(s) 70 may be manufactured by one or more manufacturing methods including, but not limited to, injection molding, compression molding, thermoforming, stamping, compression / thermoformed, vacuum forming, CNC milling, extrusion, blow-molding, casting, etc.

[0031] To enable the cargo management tray 40 to move from the first position to the second position, a rail system is used. The rail system includes a first rail assembly 80 and a second rail assembly 82, each of the first and second rails assemblies 80, 82 being located between an underside 84 of the base 42 and the load floor 32, generally adjacent to a respective first and second side wall 50, 52 of the cargo management tray 40. As each of the first and second rail assemblies 80, 82 are constructed in the same way, only the first rail assembly 80 is described in greater detail.

[0032] With reference now to Fig. 4, shown is the first rail assembly 80. The first rail assembly 80 includes a stationary track 86 and a moveable runner 88. The stationary track 86 is mounted upon the load floor 32, using suitable arrangement of fasteners (not shown). Similarly, the moveable runner 88 is mounted on the underside 84 of the base 42, also using a suitable arrangement of fasteners (not shown). The moveable runner 88 is mechanically locked but slidable or otherwise displaceable within the track 86, to permit the cargo management tray 40 to move from the first position to the second position, as well as any point therebetween. As shown, the moveable runner 88 includes a roller assembly 90 having a pair of rollers 92a, 92b that slide within respective bearing channels 94a, 94b in the track 86. As shown in Fig. 5, the moveable runner 88 includes a plurality of roller assemblies 90, wherein at the limit of extension, that is when the cargo management tray 40 is at the second position (as shown), at least two roller assemblies 90 remain within the track 86, to ensure the cargo management tray 40 remains fully supported and generally horizontal. The rail system may also incorporate a slide preventer to keep the cargo management tray 40 from inadvertent displacement during operation of the vehicle. The slide preventer could be provided in the form of a removable pin that mechanically locks the moveable runner relative to the track. With reference to Fig. 6, the slide preventer may also be provided in the form of a detent 96 provided in the track 86, the detent 96 cooperating with at least one roller assembly 90, for example the forward-most roller assembly 90x, requiring the user to apply an overcoming force to initiate movement of the cargo management tray 40 through its permissible range of positions. The rail system may incorporate a plurality of detents to define at least the first and second positions, and optionally further detents to define intermediate positions of the cargo management tray 40 therebetween. Where a detent slide preventer system is used, the cooperating roller assembly 90x, that is the roller assembly intended to engage the detent 96 may incorporate a sprung-chassis or spring mechanism 98 that biases the roller assembly 90x into the detent-engaged position.

[0033] To permit for activities such as cleaning, servicing or other instances where removal of the cargo management tray would be advantageous/helpful, the rail system may be configured to permit the cargo management tray to be fully removable from the cargo compartment.

[0034] It will be appreciated that a variety of mechanisms may be used to permit the cargo management tray 40 to be moved through the range of positions, that is from the first position to the second position, and therebetween. The rail system discussed above is exemplary, and it will be appreciated that a variety of sliding support systems may be suitably implemented. For instance, instead of a roller assembly, the moveable runner 88 may incorporate a plurality of bushing assemblies formed from a suitable low-friction material to facilitate the required sliding relationship between the moveable runner 88 and the stationary track 86. [0035] In many vehicles, the rearmost passenger seat 28 can arranged in two positions, namely an upright passenger-accommodating position as shown in Fig. 7, and a folded cargo- accommodating position, as shown in Fig. 8. As the provision of a folding passenger seat 28 is well known in the industry, specific details of the folding mechanism will not be detailed herein.

[0036] In view of this known arrangement of a folding rearward-most passenger seat 28, the rear cargo compartment 20 may be configured to provide a positionable cargo barrier. With reference to Figs. 9 and 10, shown is a generally planar positionable cargo barrier 200, configured to be selectably positioned along a load floor track 204, provided on the load floor 32, or a seatback track 206 provided on the rear surface 26 of the passenger seat 28.

[0037] In the configuration shown in Fig. 9, the cargo barrier 200 is shown in an upright position, where it serves to divide the cargo compartment 20 into a rearward cargo sub compartment 210 and a forward cargo sub-compartment 212. In the upright position, the cargo barrier 200 may be positioned at any location along the load floor track 204, to define the required subdivision of the cargo compartment 20. For instance, the cargo barrier 200 may be positioned such that that the rearward cargo sub-compartment 210 is sized to receive a particular item in a manner that keeps the item in an upright orientation between the cargo barrier 200 and the door 30 when closed.

[0038] In the configuration shown in Fig. 10, the cargo barrier 200 is shown in a generally horizontal position, also referred to as a shelf position, where it divides the cargo compartment 20 into an upper cargo sub-compartment 216 and a lower cargo sub compartment 218. In the shelf position, the cargo barrier 200 may be positioned at any location along the seatback track 206, to define the required subdivision of the cargo compartment 20. For instance, the cargo barrier 200 may be positioned such that the lower cargo sub-compartment 218 is sized to receive a selection of items with minimal wasted headspace, so as to maximize the spacing provided in the upper cargo sub-compartment 216.

[0039] It will be appreciated that the use of a track system, namely the load floor track 204 and the seatback track 206 to define user selected positions permits the cargo barrier 200 to be adjusted to a wide range of locations, giving the user maximum flexibility when subdividing the cargo compartment 20 into multiple sub-compartments. In the embodiments shown, the load floor 32 provides a pair of load floor tracks 204, while the rear surface 26 of the passenger seat 28 provides a pair of seatback tracks 206. To enable the cargo barrier 200 to fit upon both the load floor tracks 204 and the seatback tracks 206, the spacing between the pairs of tracks 204, 206 is dimensioned to be the same. It will be appreciated that additional tracks (i.e. 3 or more) may be provided to each of the load floor 32 and rear surface 26 of the passenger seat 28 to add additional support to the cargo barrier 200.

[0040] With reference now to Fig. 11, shown is an interface 220 between the cargo barrier 200 and the load floor/seatback track 204, 206. As each of the tracks 204, 206 interface with the cargo barrier 200 in the same way, only the interface 220 at the load floor track 204 is specifically described. As shown, the interface 220 includes a slider mechanism 222 configured to slidingly engage the load floor track 204. The slider mechanism 222 includes a bearing plate 224 that is mechanically locked and slidingly engages an inside surface 226 of the load floor track 204, and a locking plate 228 that slidingly engages an outside surface 230 of the load floor track 204. The slider mechanism 222 additionally includes a lock system 232 to draw the bearing plate 224 and locking plate 228 into engagement with the respective inside and outside surfaces 226, 230, such that upon sufficient tightening, the slider mechanism 222 is prevented from sliding along the load floor track 204. As shown, the lock system 232 is a threaded element that tightens upon the load floor track 204. [0041] With reference to Fig. 12, shown is an alternative interface 240 that moves the lock system 242 to an edge 244 of the cargo barrier 200. Once again there is a slider mechanism 246, which includes a bearing plate 248 that is mechanically locked and slidingly engages the inside surface 226 of the load floor track 204. The lock system 242 however, has an extended threaded element 250 that extends through the cargo barrier 200. On tightening the lock system 242 against the edge 244, the bearing plate 248 and a bearing edge 252 of the cargo barrier 200 are drawn into engagement with the respective inside and outside surfaces 226, 230, such that upon sufficient tightening, the slider mechanism 246 is prevented from sliding along the load floor track 204.

[0042] With reference to Fig. 13, the slider mechanism 222 depicted in Fig. 11 is shown on a seatback track 206, such that the cargo barrier 200 is in a generally horizontal position. Once again, by tightening the lock system 232, the bearing plate 224 and locking plate 228 are drawn into engagement with the respective inside and outside surfaces 226, 230 of the seatback track 206, such that upon sufficient tightening, the slider mechanism 222 is prevented from sliding. When tightened, the cargo barrier 200 may be used as a load bearing surface, such as a shelf. By virtue of the engagement between the bearing edge 252 of the cargo barrier 200 against the outside surface 230 of the seatback track 206, the shelf is prevented from deflecting downwards under load. With reference to Fig. 14, to further support the cargo barrier 200, that is as an added measure to prevent downward deflection of the cargo barrier 200 under load, a footing 256 may be provided, which increases the bearing surface of the bearing edge 252 against the outside surface 230 of the seatback track 206.

[0043] Although the lock system 232, 242 have been exemplified as a threaded element that through rotation applies/removes a locking force upon the track, other mechanisms may be used at the interface 220, 240 to prevent the slider mechanism from displacing from the user selected position. For instance, a suitable cam mechanism may be implemented to exert a locking force upon the track.

[0044] The cargo barrier 200 may be made of materials including, but not limited to carbon steel, aluminum or its alloys, and/or engineered plastics including polyamide (PA), PE, HDPE, ABS, PC-ABS, PP, or glass-fiber or carbon fiber reinforced composites of such materials, or composite sandwich materials. Composite sandwich laminate structures such as reinforced paper, metal or polymer honeycomb boards (PCB) may also be used in the construction. The components may additionally include features that serve to provide structural reinforcement or light-weighting characteristics, such as the use of honeycomb reinforcement ribbing.

[0045] The cargo barrier 200 may be manufactured by one or more manufacturing methods including, but not limited to, injection molding, compression molding, thermoforming, stamping, compression / thermoformed, vacuum forming, CNC milling, extrusion, blow molding, casting, etc.

[0046] For some vehicles, in particular those intended for secure cargo transport, or ride sharing functionality, it would be advantageous for the cargo compartment of a vehicle to be subdivided into a plurality of individually securable/lockable cargo storage containers. With reference now to Fig. 15, shown is a vehicle in which the rear cargo compartment has been subdivided into a plurality of cargo storage containers. In particular, the cargo compartment 20 has been subdivided into a first cargo storage container 310, a second cargo storage container 312, a third cargo storage container 314, and a forth cargo storage container 316. Although in the embodiment shown the cargo compartment 20 has been divided into four cargo storage containers, it will be appreciated that the cargo compartment 20 ,may be subdivide into a lesser number or greater number of cargo storage containers, depending on the intended cargo carrying functionality of the system. [0047] Continuing with Fig. 15, each cargo storage container is provided with a base 320, a roof component 322, opposing first and second side walls 324, 326, and a rear wall 328. Opposite the rear wall 328 is an operable door 330 (shown in Fig. 16), that permits for access to the contents of the respective cargo storage container. As shown in Figs. 16 and 17, the operable door 330 is configured as a tamboured door 332, having a plurality of slats 334 dimensioned to span the cargo storage container between the first and second side walls 324, 326. The tamboured door 332 cooperates with a track system 336 provided on the opposing first and second side walls 324, 326. As shown, the track system 336 is provided as a channel 340, configured to slidingly receive an edge portion 342 of the tamboured door 332. The channel 340 includes a rearward portion 344, a top portion 346, and a forward portion 348. The tamboured door 332 is configured in the closed position to occupy the rearward portion 344 and a portion of the top portion 346, so as to completely close the respective cargo storage container. To open the cargo storage container, the tamboured door 332 is slidingly moved upwards, to displace the tamboured door 332 into the top portion 346 and forward portions 348 of the track system 336. With reference to Fig. 17, the tamboured door 332 is shown in the fully closed position at the forth cargo storage container 316, in the fully opened position at the second and third cargo storage containers 312, 314 and at an intermediate opened position at the first cargo storage container 310. It will be appreciated that the rear door (s) 30 of the vehicle 10 must be in the open position (as shown) to provide access to the various cargo storage containers.

[0048] To facilitate the opening/closing of the tamboured doors 332, a latch 350 is provided. The latch may be configured in any suitable way, that permits a user to grasp the tamboured door 332 in a manner that permits for upward/downward movement during operation of the door. The latch 350 may additionally include a lock mechanism 352 to enable the contents of the cargo storage containers to be secured and locked. The lock mechanism 352 may be provided in a number of different configuration. For instance, the lock mechanism 352 may be a conventional key-lock mechanism. In another example, the lock mechanism 352 may be an electronically actuated mechanism, including but not limited to magnetic and solenoid lock systems. For electronically actuated mechanisms, the lock mechanism may be configured to unlock under only specific criteria as set by the party responsible for the contents of the storage container. In addition, electronically actuated mechanisms may be locked/unlocked remotely, for instance enabling a driver to selectively unlock a storage container without having to leave the driver seat.

[0049] With reference now to Fig. 18, shown is the addition of a sliding tray assembly 360 to one or more of the cargo storage containers 310, 312, 314, 316. The sliding tray assembly 360 includes a planar tray component 362 configured to slide from a first position in which the tray component 362 is fully within the cargo storage container (as shown with respect to the first cargo storage container 310 and the second cargo storage container 314 where the tamboured door 332 closed), to a second position in which the tray assembly is at least partially extending out from the storage container, as shown with respect to the second and third storage containers 312, 314. To facilitate the movement of the tray assembly 360 through the range of permissible positions, that is between the first and second positions, a slider assembly is used. As shown, the slider assembly includes a first slide 366 and a second slide 368, arranged on an underside 370 of the tray component 362, the first and second slides 366, 368 being supported by the base 320, of the respective cargo storage container.

[0050] The walls defining each of the cargo storage containers as well as the slats forming the tamboured door may be made of materials including, but not limited to carbon steel, aluminum or its alloys, and/or engineered plastics including polyamide (PA), PE, HDPE, ABS, PC-ABS, PP, or glass-fiber or carbon fiber reinforced composites of such materials, or composite sandwich materials. Composite sandwich laminate structures such as reinforced paper, metal or polymer honeycomb boards (PCB) may also be used in the construction. The components may additionally include features that serve to provide structural reinforcement or light-weighting characteristics, such as the use of honeycomb reinforcement ribbing.

[0051] The walls defining each of the cargo storage containers as well as the slats forming the tamboured door may be manufactured by one or more manufacturing methods including, but not limited to, injection molding, compression molding, thermoforming, stamping, compression / thermoformed, vacuum forming, CNC milling, extrusion, blow-molding, casting, etc.

[0052] While various embodiments have been described above, it should be understood that they have been presented only as illustrations and examples of the present disclosure, and not by way of limitation. It will be apparent to persons skilled in the relevant art that various changes in form and detail can be made therein without departing from the spirit and scope of the disclosure. Thus, the breadth and scope of the present disclosure should not be limited by any of the above-described exemplary embodiments, but should be defined only in accordance with the appended claims and their equivalents. It will also be understood that each feature of each embodiment discussed herein, and of each reference cited herein, can be used in combination with the features of any other embodiment. All patents and publications discussed herein are incorporated by reference herein in their entirety.