A CONVERTIBLE CHAIR INSTALLATION FOR SLEEPING COACHES

Abstract: For use in convertible seat installations in vehicles of the so-called "sleeper coach type", i.e. a long-range coach with passenger chairs which in connection with night driving may be transformed into beds, it is often desirable to establish a partitioning structure before each bed place which is to resist a considerable forward directed force, e.g. in connection with braking the vehicle. For this a portal structure in a light and separable construction is indicated, where, with regard to the upper bed rows, there are utilised upright partitioning boards or frame parts (12), which at both sides are detachably connected with a vertical support leg (14, 14') projecting downwards outside the closely lying side edge of both the upper and the lower bed row and being in simply guided supporting abutment against a suitable chassis supported member, preferably only the coach floor itself (16) or the relevant side/wall (18), respectively, of the coach.

Description: A CONVERTIBLE CHAIR INSTALLATION FOR SLEEPING COACHES The present invention concerns a convertible seat installation in vehicles of the so- called "sleeper coach type", i.e. a long-range coach with passenger seats which in con- nection with night driving may be converted to beds. Usually, this occurs by the backs of the chairs being pivoted up for forming an upper bed row, while fillings are inserted between the seats for forming a lower bed row, whereby eight bed rows may be formed in a common coach. An example of a such installation may be seen in WO 95/34442. Since we are speaking of vehicles which can brake or be braked more or less abruptly, it is of course increasingly an official requirement that a partitioning structure, also called a "retention device", occurs in the direction of driving before each bed, and which has to withstand a considerable forward directed force. This is, however, not a technical problem by itself, but it becomes problematic anyway thereby that 1) the device should give a small weight increase with respect to the dead weight of the coach, 2) the inner environment of the coach during day and evening driving should be largely unaffected by the presence of the device, 3) the structure of the coach itself should not require any special adaptation so that the safety installation concerned may find application in ordinary standard coaches, and 4) the installation should be flexible to some degree in the way that it, despite an equidistant chair mounting, it will be placeable for defining bed lengths of different sizes with the intention of optimising the bed capacity for a given empirical basis. Each of these points, and several further conditions, can be elucidated broadly, but it is of particular importance to note that the indicated point 3) at the outset is almost incompatible with an effective retention action for the beds in the upper bed rows. The conditions are better at the lower bed rows, where longitudinal side rails occur in direct association with the supporting chassis of the coach itself. Concerning the upper bed rows, one has been referred to trust the force transmission that may occur to the coach floor via the carrying arms projecting upwards from the seats for supporting the pivoted back pieces. For several reasons, this is no ideal solution. By the invention it is found possible to solve the problem in an acceptable and surprisingly simple way, namely thereby, with regard to the upper bed rows, there are utilised upright partitioning boards or frame parts, which at both sides are detachably con- nected with a vertical support leg projecting downwards outside the closely lying side edge of both the upper and the lower bed row and at the bottom being in simply guided supporting abutment against a suitable chassis supported member, preferably only the coach floor itself or the relevant side/wall rail, respectively, of the coach. For retaining the upper abutting end of this portal structure, use is made of laterally mounted, slant- ing straps extending from upper corner areas of the structure and rearwardly- downwardly under an angle of about 45° to lower fastening means fixed on the chassis, such as holding members on a seat frame behind. In this structure it has been found that it is possible to fulfil current official require- ments by a surprisingly frail design of the portal structures, e.g. with a support leg diameter of only about 25 mm. This contributes to making the whole system easy to establish as an assembling and disassembling system which may be stowed away in a cargo compartment during day and evening driving, so that the above stated conditions 1) and 2) will be immediately fulfilled. This appears also to be case of condition no. 3) as the necessary adaptation of the coach is limited to the local holding means for the lower ends of the support legs and the slanting straps, respectively. The installation is not primarily attached on the localisation of the seats as the said portal structures may be provided at desired places along the bed rows. If, or when, the slanting straps are fastened to the chair frames behind, hereby may be drawn a certain modular structure, but since it is not decisive whether the strap angle is a little over or a little under 45°, this will not imply any special restriction with regard to a precise longitudinal position of the portal structures relative to the chair positions. Thereby, the installation will also be able to fulfil the condition stated above under point 4). It is to be mentioned that particularly for the fastening of the lower strap ends or corresponding rod ends, it is a preferred possibility that these ends are made with a coupling fitting for quick fastening to end parts of safety belt pieces, which are already secured in connection with the individual seats. Preferably, it is decided in advance which variation pattern is desired to be used of the bed lengths, after which the installation is improved correspondingly, including possibly with stud holes in the floor and side rails, and possibly with adapted strap lengths for the portals in the respective positions. Hereby, we are speaking of a number of assembly kits for dedicated placing in arbitrary positions. Thereby, it will be very easy to take out the assembly kits from an stowage compartment for mounting the installation for change to night driving and mount them in the right way in the coach. The discussion given here only refers to the retention means for the upper bed rows, which also is the primary aspect of the invention, since, as outlined, there are better conditions for establishing these means at the lower bed rows. Then it is only to be confirmed that the inventive principle will be applicable in a very advantageous way also at the lower bed rows, i.e. also here with the use of easily handled and stowable, low portal or gable elements. These will normally be strap connected to the chair frame close behind. The invention is illustrated by a preferred embodiment on the drawing, on which: Fig. 1 is a perspective view of a pair of coach seats converted to sleeping position and provided with retention devices according to the invention, Fig. 2 is an overview of the parts forming part of the assembled retention installa- tion, Figs. 3 A and 3 are schematic side views of the seat rows in right and left side, respectively, of a long-range coach, Fig. 3C is a more detailed side view of a section of a part of a seat row, and Fig. 4 is a cross-sectional view of a coach with inclining cabin ceiling showing a sec- ond embodiment of the retention installation according to the invention, where this is adapted the inclining cabin ceiling. In Fig. 1 is shown a set of coach seats 2 which in a easily recognisable way are converted to bed elements in an upper and a lower plane by the backs 4 being swung up to horizontal position about transversal axles connected with the upper end of upright support arms 6 for the seat backs, whereas before the seat part 8 there are inserted filler members 10 for bridging to the seat in front; these members 10 may be contained in a compact seat structure 8,10 in the day position of the seats, so that they do not require special stowage space. The length of the seat backs 4 corresponds to the total length of the lower bed parts 8,10, typically with a modular dimension of 77-85 cm, so that both forward and rearward there will be continuity in the bed rows in accordance with the selected modular distance between the chairs. It will be appreciated that this modular dimension will not correspond to a usual length dimension of a bed and neither to exactly half of a such dimension, and for good utilisation of the space emphasis on differentiation of bed lengths for the travelling public has thus to be made in an otherwise wellknown way. This may in theory be determined from trip to trip, but when it comes to requirement for physical separation between the lying passengers, in practice a more substantial localisation of individual bed section has to be decided which the actual passengers then have to be attempted to be accommodated into. Between these sections, the en- tioned retention devices for night driving are then disposed, of which Fig. 1 shows one in upper and one in lower bed row. Each of the devices are constituted by a portal structure with an upper partitioning in the form of a transverse frame part 12 protruding transversally across the bed elements, slightly elevated over these and shortly outstanding therefrom at the sides. Here, the frame parts 12 are supported by vertical sup- port legs 14 of adapted, different lengths for bearing the frame parts 12 against the coach floor and the upper side of the edge or wall rail 18 of the coach side concerned. The way of fastening into said rail is sufficiently strong to withstand use related action by the frame parts 12 in the rearward direction. At the sides, the frame parts 12 are firmly connected with holding eyelets 22 on rear- wardly extending straps 24 which with adjusted lengths are intended for fastening to a chair chassis behind, preferably, however, by an insert connection 26 with the belt buckle at the outer part 28 of the safety belt associated with this chassis, whereby re- spective frame parts 12 are blocked against forward displacement. As shown, the straps 24,28 in the lower bed row may extend rearward/downward under a relatively small angle with the floor, whereas the straps in the upper row have to form a greater angle with the floor and possibly be passed past the chair chassis placed immediately behind in order to reach down to a secure fastening without the strap angle becoming too large. This angle with the floor should not go below 40-45°. Immediately it will appear that the straps facing inward toward the centre aisle of the coach to some extent will be prohibitive for free passage into and out from the bed places. This is not to be attempted explained away as it will be some of the drawbacks connected with utilising the coach as cheap night accommodation. However, it is to be noted that the same straps also will occur with a laterally supporting action on the lying passengers, an advantage when driving through tight curves. In Fig. 2 is shown an embodiment of the structure of the constructional elements in a retention device comprising a frame piece 12, with a longer leg 14, respectively, for supporting on the floor 16, and a shorter leg 14' for insertion in a fitting 30, which in a not specified but known way is intended for anchoring in an edge or wall rail 18 of a coach side. As it appears, the legs 14 comprise studs 32 in one end, comprising a slot 34 for receiving a transverse slotted pin 36 in the frame part leg. The short leg 14' also comprises a slotted pin 36 for being received in a slot 38 in the stud 40 on the fitting. Hereby is achieved certain stability of the retention device against turning of the frame piece 12 as the slotted pins 36, when these are suspended in the slots 34,40 blocks against this movement. The long leg 14 can be provided with downwardly projecting pin in a not shown embodiment in free end facing the coach floor 16 for being accommodated in stud holes in the coach floor 16, or holes in the fitting mounted thereon. In a further embodiment, the long leg 14 facing the coach floor may be intended for receiving an stud standing up from the coach floor 16. In Fig. 2 is outlined how the occurring constructional elements 12,14,14',30 for forming the retention devices may be closely stowed together in the not used state. Fig. 3 shows how the two sides of a bus may be divided into respective bed lengths marked with colour indications for associated partitionings. Associated bed lengths are indicated in the inserted table. In Fig. 4, an alternative embodiment of the retention structure according to the invention is shown, where the frame part 12 is adapted to a rounded side 42 of the coach. Here it is to be mentioned that it is presupposed that the retention structure is adapted to the internal cross-sectional shape of the concerned vehicle, i.e. an inclining or curved wall section. This, however, does not change the inventive aspect, which comprises a retentive structure which is easy to erect and take down in connection with changing a coach with usual seats into a sleeper coach, and which also allow great flexibility with respect to bed length, and which may be stowed away without taking up much cargo compartment space and which will not increase the dead weight of the coach noticeably.

Claims: CLAIMS 1. A convertible seat installation in vehicles of the so-called "sleeper coach type", i.e. a long-range coach with passenger seats which in connection with night driving may be converted to beds, where the seat backs (4) may be pivoted up for forming an upper bed row while between the seats (2) there are inserted fillings (10) for forming a lower bed row, characterised in that for delimiting between individual beds in the bed rows use is made of a portal structure where, with regard to the upper bed rows, there are utilised upright partitioning boards or frame parts (12), which at both sides are detachably connected with a vertical support leg (14,14') projecting downwards outside the closely lying side edge of both the upper and the lower bed row and being in simply guided supporting abutment against a suitable chassis supported member, preferably only the coach floor itself (16) or the relevant side/wall rail (18), respectively, of the coach. 2. A convertible seat installation according to claim 1, characterised in that for retention of the upper abutment end of the portal structure (12,14,14'), use is made of laterally mounted, slanting straps (24) extending from upper corner areas of the structure (12,14,14') and rearwardly-downwardly under an angle of about 45° to lower fastening means fixed on the chassis, such as holding members (26,28) on a seat frame behind. 3. A convertible seat installation according to claim 1 or 2, characterised in that the slanting straps (24) are designed with means for longitudinal adjustment in their parts between the upper corner areas of the structure (12,14,14') and the fastening means fixed on the chassis such as holding members (16,18) on a seat frame behind. 4. A convertible seat installation according to any of claims 1-3, characterised in that the portal structure (12,14,14') is constituted by an assembling and disassembling system for stowing away in a cargo compartment in periods where it is not in use. 5. A convertible seat installation according to any of claims 1-4, characterised in that the necessary adaptation of the coach with the portal structures (12,14,14') is constituted by local holding means (30,26,28) for the lower end of the support legs (14') and the slanting straps (24), respectively. 6. A convertible seat installation according to claim 5, characterised in that the local holding means for the slanting straps (24) are constituted by coupling fittings (26) for quick fastening to end members of safety belt pieces (28) which are anchored in connection with the individual seats. 7. A convertible seat installation according to claim 5 or 6, characterised in that the support legs (14,14') are anchored in an edge or wall rail (18) of the coach and to the floor (16) of the coach. 8. A convertible seat installation according to any of claims 5-7, characterised in that the local holding means (30) for the support legs (14,14') of the portal structure is constituted by a fitting (30), which is detachably fastened in an edge or wall rail (18) of the coach, with an upward projecting stud (40) to be received in the lower end of the one short leg (14') of the portal structure, the stud (14') having a slot (38) for re- ceiving a transverse slotted pin (36), and the legs (14,14') at the opposite, upwardly projecting end comprising a stud (32) to be received in the end of a frame part (12), the end also comprising a slotted pin (36) for being received in a slot (34) in the stud (32). AMENDED CLAIMS [received by the International Bureau on 18 April 2002 (18.04.02); original claims 1-8 replaced by new claims 1-7 (2 pages)] 1. A convertible seat installation in vehicles of the so-called "sleeper coach type";, i.e. a long-ranj.e coach with passenger seats which in connection with night driving may be converted to beds, whe 'e the seat backs (4) may be pivoted up for forming an upper bed row while between the seats (2) the :e are inserted fillings (10) for forming a lower bed row, c h ar ac t e ri s e d in that for delimitij tg between individual beds in the bed rows use is made of a portal stmctare where, with regard to t ιe upper bed rows, there are utilised upright partitioning boards or frame parts (12), which at bc h sides are detachably connected with a vertical support leg (14,14') projecting downwards outside the closely lying side edge of both the upper and the lower bed row and being in simply gui ed supporting abutment agamst a suitable chassis supported member, preferably only the coach floor itself (16) or the relevant side/wall rail (18). respectively, of the coach, and that for retention of he upper abutment end of the portal structure (12.14,14'), use is made of laterally mounted, slant ng straps (24) extending from upper co er areas of the structure (12,14,14') and rearwar y- downwardly under an angle of about 45° to lower fastening means fixed on the chassis, sucr as holding members (26,28) on a seat frame behind. 2. A convertible seat installation according to claim ^ c h ar a c t e r i s e d in that the slan ing straps (24) are designed with means for longitudinal adjustment in their parts between the upper comer areas of the structure (12,14,14') and the fastening means fixed on the chassis such as Holding members (1 ,18) on a seat frame behind. 3. A convertible seat installation according to claim 1 or 2, c h a r a c t e r i s e d in that the p jrtal structure (12J4 . 14') is constituted by an assembling and disassembling system for stowing away in a cargo compartment in periods where it is not in use. 4. A convertible seat installation according to any of claims 1-3, c h a r a c t e r i s e d in th. t the necessary adaptation of the coach with the portal structures (12,14,14') is constituted by local holding means (30,26,28) for the lower end of the support legs (14') and the slanting straps (24), respectively. 5. A convertible seat installation according to claim 4, characterised in that the lo;al holding means for the slanting straps (24) are constituted by coupling fittings (26) for qu ck fastening to end members of safety belt pieces (28) which are anchored in connection with he individual seats. 6. A convertible seat installation according to claim 4 or 5, characterised in that the supr ort legs (14,14') are anchored in an edge or wail rail (18) of the coach and to the floor (16) of the coach. 7. A convertible seat installation according to any of claims 4-6, characterised in that the local holding means (30) for the support legs (14,14') of the portal structure is constituted by a fitting (30), which is detachably fastened in an edge or wall rail (18) of the coach, with an upv, ard projecting stud (40) to be received in the lower end of the one short leg (14') of the portal struct ire, the stud (14') having a slot (38) for receiving a transverse slotted pin (36), and the legs (14,14J at the opposite, upwardly projecting end comprising a stud (32) to be received in the end of a f me part (12), the end also comprising a slotted pin (36) for being received in a slot (34) in the stud (_ 2).

Inventors: THURA MICHAEL, THURA, MICHAEL
Applicants: BROENDUM V AS, THURA MICHAEL, THURA, MICHAEL, V. BROENDUM A/S
Application year: 2001
Main classification: B60N2
IPC codes: B60N2, B60R21