MOUNTING ARRANGEMENT FOR AN INTERIOR FURNISHING ELEMENT ON THE BODY OF A VEHICLE

Abstract

A variable securing configuration for an interior equipment element on the body of a vehicle, particularly a passenger seat on the side wall of a rail vehicle, includes at least one body-side engagement device and a securing rail connected to the interior equipment element. In order to be able to produce such a securing configuration easily and cost-effectively, the body has recesses disposed at equal distances between one another in the longitudinal direction of the vehicle and at least one retention element of the engagement device engages with the recesses. The engagement device is connected to the securing rail in such a way that the securing rail with the interior equipment element is adjustable relative to the engagement device in the longitudinal direction of the vehicle by an adjustment path corresponding to at least the spacing between two successive recesses.

Claims

1. A variable securing configuration for an interior equipment element on a vehicle body, the securing configuration comprising: a securing rail connected to the interior equipment element; and at least one body-side engagement device having at least one retention element engaging in recesses formed in the vehicle body in a longitudinal direction of the vehicle and defining a largest spacing between a sequential two of said recesses; said at least one engagement device being connected to said securing rail in a manner permitting said securing rail to be adjustable with said interior equipment element in the longitudinal direction of the vehicle relative to said engagement device by an adjustment path corresponding to at least said largest spacing between said two sequential recesses.

2. The securing configuration according to claim 1, wherein said recesses are spaced apart by the same mutual spacing.

3. The securing configuration according to claim 1, which further comprises a longitudinal rail disposed on the vehicle body, said recesses being accommodated in said longitudinal rail.

4. The securing configuration according to claim 1, wherein said at least one engagement device is connected to said securing rail in a manner permitting said securing rail to be adjusted steplessly.

5. The securing configuration according to claim 3, wherein: said securing rail has an end; said longitudinal rail has an upper carrier face for said end of said securing rail and is accessible from an inner side of the vehicle body; and said at least one engagement device has at least one connection member with one end engaging below said longitudinal rail and another end in abutment with said securing rail.

6. The securing configuration according to claim 5, wherein said longitudinal rail has a U-shaped profile, is fitted to the vehicle body so as to be open in an upward direction and has an upper side with a member forming said carrier face for said securing rail.

7. The securing configuration according to claim 6, wherein said end of said securing rail is hook-shaped, said hook-shaped end engages from above in said U-shaped profile of said longitudinal rail, and said securing rail has an assembly end facing away from said hook-shaped end and being secured to said interior equipment element.

8. The securing configuration according to claim 7, which further comprises a resilient intermediate layer located below said hook-shaped end of said securing rail.

9. The securing configuration according to claim 5, which further comprises a resilient pad disposed between said longitudinal rail and one end of said securing rail.

10. The securing configuration according to claim 5, wherein said at least one engagement device has a rail-shaped carrier member retained between said securing rail and said connection member and at least one retention element disposed on said rail-shaped carrier member, and said at least one retention element engages in said recesses of the vehicle body.

11. The securing configuration according to claim 10, wherein said rail-shaped carrier member is fitted to said securing rail together with said connection member.

12. The securing configuration according to claim 10, wherein: said rail-shaped carrier member has elongate holes extending in a longitudinal direction of said rail-shaped carrier member; said elongate holes have a minimum length corresponding to a spacing between an adjacent two of said recesses; and securing elements protrude into said elongate holes.

13. The securing configuration according to claim 1, wherein the interior equipment element is a passenger seat at a side wall of a rail vehicle.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

[0030] FIG. 1 is a side view of an embodiment of the securing arrangement according to the invention with stepped and stepless adjustment possibility of a securing rail on the interior equipment element of a vehicle with respect to the carriage thereof;

[0031] FIG. 2 is a section along the line II-II according to FIG. 1;

[0032] FIG. 3 is a section along the line III-III according to FIG. 2;

[0033] FIG. 4 is a partial section and a partial side view of another embodiment of the securing arrangement according to the invention with a stepless adjustment possibility for a securing rail on the interior equipment element of a vehicle with respect to the carriage thereof, of a side wall rail with an engagement device;

[0034] FIG. 5 is a section along the line V-V according to FIG. 4; and

[0035] FIG. 6 is a section along the line VI-VI according to FIG. 4.

DESCRIPTION OF THE INVENTION

[0036] FIG. 1 shows a longitudinal rail 1 which is connected in a manner not illustrated to a side wall of a body of a rail vehicle at the end 1a thereof. The longitudinal rail 1 has an S-shaped profile, which forms at an upper end of the longitudinal rail 1 a support face 1b for a resilient intermediate layer 2. The longitudinal rail 1 has in the central region 1c thereof recesses 3 which are arranged one behind the other with a predetermined hole spacing A so as to form a horizontal row, as can be seen in particular in FIG. 2.

[0037] In a recess 3, in the context of a first rough positioningas FIG. 2 in turn shows in a particularly clear mannerthere is fitted a retention element 4 of an engagement device 5 which is provided for this purpose with narrowed portions 6 (cf. also FIG. 3). In the narrowed portions 6 there is a resilient sleeve 7 which not only ensures secure fitting of the retention element 4 of the engagement device 5 in the recess 3 but also makes it more difficult to transmit mechanical shocks from the side wall of the vehicle in a desired manner.

[0038] The engagement device 5 further has a sliding block 8 which is provided with threaded holes 9 and 10. These threaded holes 9 and 10 are provided with a spacing which corresponds to the spacing between a securing hole 11 and the next-but-one additional securing hole 12 in a securing rail 13 of an interior equipment element 14 as FIG. 1 shows in particular. A carrier pin 16 of the sliding block 8 engages in an additional securing hole 15. The securing hole 11 and the additional securing holes 12 and 15 each have a hole spacing B from each other which constitutes a fraction of the hole spacing A of the recesses 3. In this manner, it is possible to orientate the securing rail 13 with the interior equipment element 14 with respect to the longitudinal rail 1 in a finer manner than was possible with the rough orientation. Finally, a final, precise, stepless orientation is further possible by the retention element 4 being provided with elongate holes 17 in a region between the sliding block 8 and the securing rail 13.

[0039] The retention element 4 is constructed in a substantially rectangular manner in cross section and is almost enclosedsee FIG. 1. This figure also clearly shows that the securing rail 13 engages over the resilient intermediate layer 2 on the longitudinal rail 1 with the interior equipment element 14 being retained, whereby the interior equipment element 14 is resiliently supported. FIG. 1 further shows that connection elements in the form of screws 18 are screwed into the sliding block 4 and in this instance clamp the retention element 4 to the longitudinal rail 1 and the securing rail 13.

[0040] FIG. 4 shows that a longitudinal rail 20 which is fitted to a side wall (not illustrated) of a body of a vehicle which is also not illustrated has a U-shaped profile and is fitted to the side wall in such a manner that the profile is open in an upward direction. The longitudinal rail 20 has lateral recesses 21 whichas shown in FIG. 5are arranged with the same spacing from each other.

[0041] In the embodiment illustrated, retention elements 22 which are constructed as pins engage in three of the recesses 21 on a rail-like carrier member 23 of an engagement device 24.

[0042] As can further be seen in FIG. 4, the longitudinal rail 20 forms with the right-hand member thereof in FIG. 1 an upper carrier face 25 for an end 26 of a securing rail 27. The securing rail 27 is to this end constructed in a hook-like manner at one end 26 thereof. Between the hook-like end 26 and the longitudinal rail 20 is a resilient intermediate layer 28 for thermal and mechanical decoupling. With the other assembly end 29 thereof, the securing rail 27 is connected, preferably screwed, to an interior equipment element 30, for example, a passenger seat, of the vehicle which is not shown.

[0043] FIGS. 4 and 5 further show that a connection member 31 is present which engages below the longitudinal rail 20 with one end 32 thereof. In a state placed in-between in this instance is a resilient pad 33 which is also used for the thermal and mechanical decoupling of the longitudinal rail 20 and the interior equipment element 30. The connection member 31, in a manner not illustrated, is screwed together with the rail-like carrier member 23 and the securing rail 27 to the interior equipment element 30. In this instance, elongate holes 34 and 35 which extend in the longitudinal direction of the vehicle in the rail-like carrier body 23 (cf. FIG. 6) enable stepless adjustment of the interior equipment element 30 with respect to the respective position of the retention elements 22 in the longitudinal rail 20.

[0044] FIG. 5 shows that, in the securing arrangement illustrated, the interior equipment element 30 which cannot be seen in this instance is fitted not only with a connection member 31 in accordance with FIG. 4, but also with another connection member 36 to the longitudinal rail 20. In this instance, the connection is carried out in the region of the additional connection member 36 on the longitudinal rail 20 in the same manner as has been described above with reference to FIG. 4.