Patent Abstract:
A locking hinge ( 10 ) includes a first hinge panel ( 12   a ) and a second hinge panel ( 12   b ) pivotably connected by a pivot pin ( 14 ) about a pivoting axis (P). A locking rod ( 16 ) is slidably received by one of the first or second hinge panels ( 12   a,    12   b ) along a sliding axis (S). The sliding axis (S) is substantially parallel the pivoting axis (P). A vehicle door structure ( 50 ) includes a first panel ( 102   a ) pivotably connected relative a second panel ( 102   b ) by a first hinge ( 104   a ). A third panel ( 102   c ) is pivotably connected relative the second panel ( 102   b ) by the locking hinge ( 10 ). Pivotable movement of the second panel ( 102   b ) relative the third panel ( 102   c ) is prevented when the locking hinge ( 10 ) is in a locked state. The third panel ( 102   c ) is pivotably connected to a vehicle floor ( 106 ) by a second hinge ( 104   c ) to permit unobstructed access to a stowage cavity ( 125 ) under the vehicle floor ( 106 ) for stowing a collapsible stow-to-floor seat ( 150 ).

Full Description:
RELATED APPLICATION  
       [0001]     The disclosure relates generally to application Ser. No. 11/045,643 filed on Jan. 28, 2005, the entire contents of which are incorporated herein by reference. 
     
    
     TECHNICAL FIELD  
       [0002]     The invention relates in general to a locking hinge for a paneled load floor door structure. According to an embodiment, the locking hinge for a paneled door is adapted for use in a vehicle, and in particular, to a load floor structure for a stow-to-floor seat comprising at least two panels that are hingably connected.  
       BACKGROUND  
       [0003]     It is known in the art that mini-vans, sport utility vehicles (SUVs), and the like, include removable second and third row seating. The seating is typically latched to the load floor/floor pan (hereinafter “the vehicle floor”) by a latch mechanism. When the operator needed to transport large items, the operator, usually with one or more assistants, would have to unlatch the seating and physically remove the heavy, cumbersome seating from the vehicle. This arduous task was overcome with the development of present day “stow-to-floor” seating that is now included in many vehicles. As is known in the art, stow-to-floor seating permits a operator to collapse a second or third row seat assembly into a compact configuration, which is then tumbled about or into the vehicle floor. If the seat assembly is tumbled into the vehicle floor, the operator usually exposes a stowage cavity in the vehicle floor by pivoting a door structure of the vehicle floor into an open position. An exemplary load floor door structure for providing access to a stow-to-floor stowage cavity is described in application serial number  11 / 045 , 643 , which is under assignment to the assignee of the present disclosure.  
         [0004]     As illustrated in  FIGS. 9A-9E , a conventional vehicle load floor structure is shown generally at  100  proximate a vehicle floor  106 , which is used, in application, for a stow-to-floor seat assembly. The door structure  100  provides access to a stowage cavity, which is shown generally at  125  ( FIGS. 9B-9E ). The door structure  100  includes three panels, which are shown generally at  102   a - 102   c . The panels  102   a  and  102   b  are connected by a first hinge, which is shown generally at  104   a , while the panels  102   b  and  102   c  are connected by a second hinge, which is shown generally at  104   b , while the panel  102   c  is connected to the vehicle floor  106  by a third hinge, which is shown generally at  104   c.    
         [0005]     In describing the movement of the door structure  100 , reference is made from the initial positioning of the door structure  100  at  FIG. 9A  when the door structure  100  is in a stowed position such that the door structure  100  forms an uninterrupted, continuous surface with the vehicle floor  106 . Referring to  FIG. 9B , the first hinge  104   a  permits the first panel  102   a  to be folded over the second panel  102   b  in the direction of a pivoting arc, A 1  ( FIG. 9A ). Accordingly, the first hinge  104   a  provides a clearance for the door structure  100  so that a pivoting arc, A 3 , of the door structure  100  about the hinge  104   c  does not interfere with a seat bottom cushion  152  of a rear, stow-to-floor seat  150  when the operator, O, chooses to fully expose the stowage cavity  125  ( FIG. 9E ). In addition to providing a clearance for the pivoting arc, A 3 , of the door structure  100 , the first hinge  104   a  provides limited access to the stowage cavity  125  for storing and retrieving small items, such as, for example, compact discs (CDs) and the like.  
         [0006]     Referring to  FIGS. 9C and 9D , the second hinge  104   b  permits both of the first and second panels  102   a ,  102   b  to be folded over the third panel  102   c  in the direction of pivoting arc, A 2  ( FIG. 9A ). As seen in  FIG. 9D , the second hinge  104   b  provides partial, but greater access to the stowage cavity  125  (compared to  FIG. 9C ) without pivotably deploying the third panel  102   c . Greater access to the stowage cavity  125  provides greater flexibility in stowing and removing larger items to and from the stowage cavity  125 , such as, for example, brief cases, travel bags, sports equipment, laptop computers, and the like. Even further, the second hinge  104   b  was also included in the design of the door structure  100  to permit the operator to gain the partial, but greater access to the stowage cavity  125  when a seat back  177  and/or seat bottom  179  of a front seat  175  is in a reclined and/or fully rearward position. Accordingly, when the front seat  175  is in such a position, the door structure  100  would have been otherwise restricted from fully pivoting about the pivot arc, A 3 . As a result, the second hinge  104   b  permits the operator to have at least partial, but greater access to the stowage cavity  125  when the front seat  175  is reclined or in a rearward position.  
         [0007]     Referring to  FIG. 9E , the third hinge  104   c  permits the first, second, and third panels  102   a - 102   c  to be folded substantially adjacent the seat back  177  of the front seat  175  in the direction of the pivoting arc, A 3  ( FIG. 9A ), to provide full, unobstructed access to the stowage cavity  125 . Full, unobstructed access to the stowage cavity  125  provides the greatest clearance for stowing or removing items to and from the stowage cavity  125 , such as, for example, the stow-to-floor seat  150 .  
         [0008]     Although the inclusion of the second hinge  104   b  is adequate in providing the benefit of partial, but greater access to the stowage cavity  125  without having to fully expose the stowage cavity  125 , the second hinge  104   b  may cause the door structure  100  to undesirably fold like an accordion-style door when the door structure  100  is pivoted in the direction of the pivoting arc, A 3 . Accordingly, when the door structure  100  is pivoted in the direction of the pivoting arc, A 3 , the operator, O, as shown in  FIG. 9E , typically has to support the door structure  100  in a “two-handed” operation, in which both of the operator&#39;s hands, H, are stabilizing the door structure  100  so that the door structure  100  does not interfere with the stow-to-floor seat  150  when the stow-to-floor seat  150  is tumbled into the stowage cavity  125  in the direction of arrow, T. Accordingly, although benefits of having a dual-hinge (i.e., the hinges  104   a ,  104   b ) door structure  100  are realized as described above, a stabilized, fluid, one-handed pivoting operation of the door structure  100  about the pivoting arc, A 3 , can not be realized in view of the fact that the first and second hinges  104   a ,  104   b  may cause the door structure  100  to collapse upon itself.  
         [0009]     Thus, there is a need for an improved door structure  100  that is cost-effective and sufficiently stabilized with a fluid, one-handed deployment motion while also providing flexible access to the stowage cavity  125  when the front seat  175  is in the reclined or rearward position. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0010]     The disclosure will now be described, by way of example, with reference to the accompanying drawings, in which:  
         [0011]      FIG. 1  is an exploded view of a locking hinge structure according to an embodiment;  
         [0012]      FIG. 2  is an assembled view of the locking hinge according to  FIG. 1 ;  
         [0013]      FIG. 3A  is an enlarged view of the locking hinge, when in a locked position, indicated by the circled area in  FIG. 2 ;  
         [0014]      FIG. 3B  is an enlarged view of the locking hinge of  FIG. 3A  when in an unlocked position;  
         [0015]      FIG. 3C  is an enlarged view of the locking hinge when in an unlocked, pivoted position according to  FIG. 3B ;  
         [0016]      FIG. 4A  is a cross-sectional view of the locking hinge according to line  4 A- 4 A of  FIG. 3A ;  
         [0017]      FIG. 4B  is a cross-sectional view of the locking hinge according to line  4 B- 4 B of  FIG. 3A ;  
         [0018]      FIG. 4C  is a cross-sectional view of the locking hinge according to line  4 C- 4 C of  FIG. 3B ;  
         [0019]      FIG. 5  is an environmental view of a door structure of a vehicle floor including the locking hinge;  
         [0020]      FIG. 6A  is an enlarged view of the locking hinge indicated by the circled area in  FIG. 5  being moved to an unlocked position;  
         [0021]      FIG. 6B  is an enlarged view of the locking hinge indicated by the circled area in  FIG. 5  being moved to a locked position;  
         [0022]      FIG. 7A  is an environmental view of the door structure of the vehicle floor when the locking hinge is in a locked position according to  FIG. 6B ;  
         [0023]      FIG. 7B  is another environmental view of the door structure of the vehicle floor according to  FIG. 7A ;  
         [0024]      FIG. 7C  is another environmental view of the door structure of the vehicle floor according to  FIG. 7B ;  
         [0025]      FIG. 8A  is a cross-sectional view of the locking hinge according to an embodiment;  
         [0026]      FIG. 8B  is another cross-sectional view of the locking hinge according to  FIG. 8A ;  
         [0027]      FIG. 9A  is an environmental view of a conventional vehicle door structure of a stow-to-floor seat assembly;  
         [0028]      FIG. 9B  is another environmental view of the conventional vehicle door structure of the stow-to-floor seat assembly;  
         [0029]      FIG. 9C  is another environmental view of the conventional vehicle door structure of the stow-to-floor seat assembly;  
         [0030]      FIG. 9D  is another environmental view of the conventional vehicle door structure of the stow-to-floor seat assembly; and  
         [0031]      FIG. 9E  is another environmental view of the conventional vehicle door structure of the stow-to-floor seat assembly.  
     
    
     DETAILED DESCRIPTION  
       [0032]     Referring to  FIGS. 1 and 2 , a locking hinge is shown generally at  10  according to an embodiment. The locking hinge  10  includes a first hinge panel  12   a , a second hinge panel  12   b , a pivot pin  14 , and a locking rod  16 . As illustrated, the first and second hinge panels  12   a ,  12   b  include meshing teeth  18  that are adapted to receive the pivot pin  14 . Each hinge panel  12   a ,  12   b  includes stiffening ribs  20  parallel the meshing teeth  18 . Adjacent the stiffening ribs  20  are recessed channels  22 - 28 . The recessed channel  24  that is proximate the meshing teeth  18  of the first hinge panel  12   b  is adapted to slidably receive the locking rod  16 . Although the recessed channel  24  is shown to slidably receive the locking rod  16 , it will be appreciated that the recessed channel  26  is also capable to slidably receive the locking rod  16 .  
         [0033]     The locking rod  16  includes any desirable number of integrally-formed L-shaped locking tabs  30 . The L-shaped locking tabs  30  include a radial portion  34   a  that integrally extends in a radial direction from the locking rod  16  relative a sliding axis, S, and an axial portion  34   b  that integrally extends in an axial direction from the radial portion  34   a  in a substantially parallel fashion with the sliding axis, S. As illustrated in  FIG. 2 , the pivot pin  14  is shown to be located on a pivoting axis, P, that is substantially parallel the sliding axis, S. Although the locking rod  16  is shown to include three locking tabs  30 , it will be appreciated that any desirable number of locking tabs  30  may integrally extend from the locking rod  16 . As illustrated in  FIGS. 1-2 , the locking tabs  30  extend through passages  32  formed in the first and second hinge panels  12   a ,  12   b . Because the locking rod  16  is shaped to include a low profile that fits within the recessed channel  24 , the locking rod  16  is essentially sandwiched between the outer vehicle floor door panels  102   b ,  102   c  and the hinge panels  12   a ,  12   b  ( FIGS. 4A-4C ).  
         [0034]     Referring to FIGS.  3 A and  4 A- 4 B, the locking rod  16  is shown to be positioned in a locked state relative the first and second hinge panels  12   a ,  12   b . A “locked state” is generally defined as when the axial portion  34   b  of the L-shaped locking tab  30  is adjacent a substantially perpendicular wall portion  36  of the second hinge panel  12   b  as the radial portion  34   a  is hooked about the perpendicular wall portion  36 . To move the locking rod  16  from the locked state to an unlocked state ( FIGS. 3B and 4C ), the operator, O, moves a finger  38  at one end of the locking rod  16  in a direction of the arrow, D 1 , to cause the locking rod  16  and integrally-formed locking tabs  30  to slide in the same direction of the arrow, D 1 , relative the first and second hinge panels  12   a ,  12   b . Accordingly, as seen in  FIGS. 3B and 4C , once the axial portion  34   b  of the locking tabs  30  is located in the passage  32  and no longer overlaps the perpendicular wall portion  36  of the second hinge panel  12   b , the first and second hinge panels  12   a ,  12   b  are free to pivot about the pivot axis, P, in the direction of the arrow, D 2 , relative one another to permit the first and second hinge panels  12   a ,  12   b  to be positioned substantially adjacent or proximate one another ( FIG. 3C ).  
         [0035]     Referring to  FIG. 5 , the locking hinge  10 , for example, is adapted for use with a vehicle stow-to-floor door structure  50 . In describing the operation of the door structure  50 , the locking hinge  10  is shown at the location of the conventional second hinge  104   b  as described in  FIGS. 9A-9E . Accordingly, the following description associated with  FIGS. 5-7C  utilizes the same references numerals used in  FIGS. 9A-9E  except that the locking hinge  10  is now referenced at the location of the conventional second hinge  104   b ; therefore, reference numeral  104   b  is not shown in  FIGS. 5-7C . Although three panels  102   a - 102   c  and three hinges  104   a ,  10 , and  104   c  are shown, it will be appreciated that the door structure  50  may include any desirable number of hinges and panels.  
         [0036]     As seen in  FIG. 5 , the door structure  50  is pivoted in the direction of the pivoting arc, A 1 , in a similar manner as shown in  FIG. 9A . Then, as shown in  FIG. 6A , the operator, O, may selectively move the finger  38  in the direction of the arrow, D 1 , to unlock the locking hinge  10 . Accordingly, the door structure  50  is prepared for pivotable movement about the pivoting arcs A 2  and A 3  in a similar manner as shown in  FIGS. 9B-9E  as if the locking hinge  10  does not include a lockable feature similar to that of the conventional locking hinge  104   b.    
         [0037]     As shown in  FIG. 6B , the operator, O, may selectively move the finger  38  in a direction according to arrow, D 2 , that is opposite the arrow, D 1 , to position the locking hinge  10  in a locked state. With the locking hinge  10  in a locked state, the second and third panels  102   b  and  102   c  are not permitted to pivot about the pivoting arc, A 2 . As a result, the accordion-style slop, which is associated with the conventional door structure  100 , is eliminated because the second and third panels  102   b ,  102   c  act as a single panel unit. Thus, the door structure  50  no longer operates with three hinges, but with two hinges.  
         [0038]     As seen in  FIG. 7A , with the locking hinge  10  in a locked state, the operator, O, may deploy the door structure  50  in a one-handed operation such that the operator, O, does not have to support and stabilize the door structure  50  with a second hand as in conventional multi-panel floor door structures. Accordingly, as shown in  FIGS. 7B and 7C , the operator, O, may easily tumble the stow-to-floor seat  150  into the stowage cavity  125  without any interference from the door structure  50  while, if desired, holding the door structure  50  with one hand. However, it will be appreciated that upon deploying the door structure  50  as shown in  FIG. 7B , the third hinge  104   c  may be designed in such a manner that the door structure  50  may be self-standing without the support from the operator, O, such that both hands may be employed to stow the seat  150  into the stowage cavity  125 .  
         [0039]     Although the locking hinge  10  is shown as part of a door structure  50  for a stow-to-floor seat application, it will be appreciated that the locking hinge  10  may be included as part of a door structure at any desirable location in the vehicle, such as, for example, in the rear area of a vehicle such that groceries, and the like, may be stowed in a stowage cavity  125  under a vehicle floor  106  proximate the hatch-back opening of a mini-van, for example. It will also be appreciated that a locking hinge  10  may be included for every hinge location in a door structure; for example, a three panel door structure similar to that shown in  FIGS. 9A-9E  may include a locking hinge  10  at the location of the first hinge  104   a  as well as at the second hinge  104   b . As such, a three panel door structure may be configured to have a single pivot arc, A 3 , if both hinge locations  104   a ,  104   b  are locked, or, alternatively, any combination of dual pivoting arcs, A 1  and A 3 , or A 2  and A 3 , if one of the hinge locations  104   a ,  104   b  is locked, or, alternatively, three pivoting arcs, A 1 -A 3 , if both of the hinge locations  104   a ,  104   b  are unlocked. Even further, it will be appreciated that the third hinge  104   c  may also include the locking hinge such that every hinge of the door structure may be locked to prevent any pivotable movement of the door structure.  
         [0040]     Even further, it will be appreciated that the locking hinge  10  is not limited to horizontal applications as shown in  FIGS. 5-7C . As illustrated in  FIGS. 6A and 6B , the locking rod  16  slides horizontally, with respective to gravity, G, about the channel  24  formed in the first hinge panel  12   a . Accordingly, gravity, G, causes the locking rod  16  to rest within the channel  24 , adjacent the first hinge panel  12   a . If desired, the locking hinge  10  may be designed to be part of a vertical hinge application. Accordingly, as seen in  FIGS. 8A and 8B , a frictional element, such as a spring-loaded ball  75  and detent  77 , may be included with the locking rod  16  and first hinge panel  12   a , respectively, to prevent gravity, G, from moving the locking rod  16  in the direction opposite the arrow, D 1 , when the locking hinge  10  is moved to an unlocked state. As such, when the operator, O, moves the locking rod  16  in the direction of the arrow, D 1 , to position the locking hinge  10  in an unlocked state ( FIG. 3B ), the spring-loaded ball  75  may be located into the detent  77  to prevent gravity, G, from moving the locking rod  16  to the locked state position ( FIG. 3A ). Although a spring-loaded ball  75  and detent  77  is shown in  FIGS. 8A and 8B , it will be appreciated that other frictional elements may be substituted to prevent gravity, G, from causing the locking rod  16  to shift its position from an unlocked position to a locked position (i.e., in a direction opposite the arrow, D 1 ).  
         [0041]     The present invention has been described with reference to certain exemplary embodiments thereof. However, it will be readily apparent to those skilled in the art that it is possible to embody the invention in specific forms other than those of the exemplary embodiments described above. This may be done without departing from the spirit of the invention. The exemplary embodiments are merely illustrative and should not be considered restrictive in any way. The scope of the invention is defined by the appended claims and their equivalents, rather than by the preceding description.

Technology Classification (CPC): 1