GB2567187A

GB2567187A - Reinforced latching arrangement

Info

Publication number: GB2567187A
Application number: GB1716252.0A
Authority: GB
Inventors: Rachid Chehab Piotr
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2017-10-05
Filing date: 2017-10-05
Publication date: 2019-04-10
Anticipated expiration: 2037-10-05
Also published as: GB2567187B; GB201716252D0

Abstract

A latching arrangement 20 for securing to a vehicle body a part 28 associated with a foldable seat arrangement. The latching arrangement comprises: a striker 21; and a latch mechanism 22 for engagement with the striker 21, and for resisting movement of the striker 21 and the latch mechanism 22 away from each other in a longitudinal direction when the striker 21 and the latch mechanism 22 are engaged. Reinforcing means 40 constrain lateral movement of the striker 21 relative to the latch mechanism 22 when the striker 21 and the latch mechanism 22 are engaged. The reinforcing means 40 may comprise a metallic plate 50 protruding from the striker 21 in a direction extending away from a lengthwise axis of the striker 21. The reinforcing means 40 may comprise a surface 23 of the latch housing. The components of the reinforcing means 40 may abut against each other to constrain lateral movement. The latch housing may comprise a recess and the protrusion 50 of the striker 21 may be oversized relative to the recess so that lateral movement is constrained by abutment of a portion of the protrusion 50 against a portion of the latch housing.

Description

The present disclosure relates to a reinforced latching arrangement. In particular, but not exclusively it relates to a reinforced latching arrangement for a vehicle.

Aspects of the invention relate to a latching arrangement, a system and a vehicle.

BACKGROUND

It is known to be able to fold a row of passenger seats within a vehicle flat in order to increase the loadspace of the vehicle for when users of the vehicle wish to carry large loads.

A whole row or section of a row of passenger seats is typically held in a seating position using a latch mechanism and striker arrangement. The latch mechanism and striker arrangement provide a means of selectively securing the row of seats in position. However, the latch and striker arrangement may not be configured to withstand large lateral loads, the likes of which may be experienced during a vehicle crash.

It is an aim of the present invention to address disadvantages of the prior art.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide a latching arrangement, a system and a vehicle as claimed in the appended claims.

According to an aspect of the invention there is provided a latching arrangement for securing to a vehicle body a part associated with a foldable seat arrangement, wherein the latching arrangement comprises: a striker; a latch mechanism for engagement with the striker, and for resisting movement of the striker and the latch mechanism away from each other in a longitudinal direction when the striker and the latch mechanism are engaged; and reinforcing means configured to constrain lateral movement of the striker relative to the latch mechanism when the striker and the latch mechanism are engaged.

This provides the advantage of improved safety by preventing the part from disengaging the latch mechanism during a vehicle crash.

In some examples, the reinforcing means comprises a first surface for securing to the part, and a second surface for securing to the vehicle body, and wherein the first surface and the second surface are configured to abut against each other to constrain the lateral movement.

This provides the advantage that the reinforcing means may be primed solely by engagement of the striker and latch mechanism causing the surfaces to face one another.

In some examples, the striker comprises a protrusion extending away from a lengthwise axis of the striker, wherein the protrusion provides the first surface or the second surface. In some examples, the protrusion comprises a metallic plate. In some examples, the striker comprises a bar or loop from which the protrusion extends. In some examples, the latching arrangement comprises a latch housing, and wherein at least a portion of the latch housing provides the other of the first surface or the second surface.

This provides the advantage that the reinforcing means is close to where the striker meets the latch mechanism, reducing the chance of stray lateral loads reaching the latch mechanism.

In some examples, the portion of the latch housing is located laterally between the protrusion of the striker and the latch mechanism while the striker and latch mechanism are engaged.

This provides the advantage that the latch housing blocks the protrusion from reaching the latch mechanism.

In some examples, the latch housing comprises a recess shaped to enable the engagement of the striker and the latch mechanism without interference between the striker and the latch housing, wherein the portion of the latch housing is at the periphery of the recess, and wherein the protrusion of the striker is oversized relative to the recess, so that the lateral movement is constrained by abutment of a portion of the protrusion against the portion of the latch housing.

This provides the advantage that the latch housing at least partially encloses and protects the latch mechanism.

In some examples, the reinforcing means is configured to inhibit a mode of release of the striker caused by lateral displacement of the latch mechanism in the event of high vehicle deceleration, due at least in part to a configuration of the part. In some examples, the mode of release is associated with lateral movement of a latching claw of the latch mechanism relative to a pawl of the latch mechanism for retaining the latching claw.

This provides the advantage that the reinforcing means compensates for the tendency of latch mechanisms to be strong only in the direction in which the pawl and latching claw interfere in.

In some examples, the part in said configuration is configured to be latched to the vehicle body at one end only, such that in the event of high vehicle deceleration the part starts to rotate forward and laterally relative to the latching arrangement. In some examples, the part in said configuration comprises an upper seatbelt anchor assembly.

This provides the advantage that the latching arrangement is able to withstand a high bending moment including a substantial lateral force component.

In some examples, the part is a foldable bulkhead associated with one or more foldable seats, or the part is a foldable seat. In some examples, the part is associated with a section of a split foldable row of seats.

This provides the advantage that a mode of release of the latching arrangement is inhibited for at least part of a row of passenger seats.

According to a further aspect of the present invention there is provided a system comprising a part associated with a foldable seat arrangement, and a latching arrangement as claimed in any one or more of the preceding claims for securing the part to a vehicle body.

In some examples, the part is a foldable bulkhead and/or a section of a split foldable row of seats and/or at least one seat.

In some examples, only one end of the part is configured to be latched to the vehicle body, such that in the event of high vehicle deceleration the part starts to rotate forward and laterally relative to the latching arrangement.

According to a further aspect of the present invention there is provided a vehicle comprising the latching arrangement or the system as described herein.

In some examples, the vehicle comprises at least one of said system, the part of said at least one system defining, at least in part, a section of a split foldable row of seats. In some examples, the parts of said at least one system defines, at least in part, a 60:40 or 50:50 split of the split foldable row of seats.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Fig 1 illustrates a vehicle according to an embodiment of the invention;

Fig 2 illustrates a latching arrangement according to an embodiment of the invention;

Fig 3 illustrates a mode of release of a striker according to an embodiment of the invention;

Fig 4A illustrates a latching arrangement according to an embodiment of the invention, and Fig 4B illustrates another latching arrangement according to an embodiment of the invention;

Fig 5 illustrates a latching arrangement according to an embodiment of the invention;

Fig 6 illustrates a striker according to an embodiment of the invention; and

Fig 7 illustrates a latch housing according to an embodiment of the invention.

DETAILED DESCRIPTION

Fig 1 illustrates an example of a vehicle 10 in which embodiments of the invention can be implemented. In some, but not necessarily all examples, the vehicle 10 is a passenger vehicle. Passenger vehicles generally have kerb weights of less than 5000 kg. In some, but not necessarily all examples the vehicle body 12 of the vehicle 10 may be a structural unibody or a body-on-frame, or may incorporate features of both.

The vehicle 10 may be configured to seat several occupants. For example, the vehicle 10 may have front seats and one or more rear seats or rows of rear seats. In some examples, the passenger vehicle 10 may have a design capacity for eight or fewer occupants, and no front-to-back aisle between seats.

Fig 2 shows an example of an unreinforced latching arrangement 20, the like of which is used to secure a foldable seat arrangement 27, or in some examples a bulkhead 24 associated with a foldable seat arrangement 27, to the vehicle body 12. In the example of Fig 2, the part 28 which is secured to the vehicle body 12 by the latching arrangement 20 is the bulkhead 24. The seats are therefore secured to the vehicle body 12 via the bulkhead 24 and latching arrangement 20. In other examples, a seat or plurality of seats could be the part 28 that is secured to the vehicle body 12 by the latching arrangement 20 and the bulkhead 24 could be omitted entirely.

The latching arrangement 20 may define, at least in part, a system 100. The system 100 comprises at least the latching arrangement 20 as shown in Fig 1. The system 100 may comprise the part 28 for securing to the latching arrangement 20, and may comprise the vehicle body 12 to which the latching arrangement 20 is secured.

Fig 2 also shows a set of cartesian axes local to the vehicle 10 and comprising a longitudinal forward axis x, a lateral axis y, and a vertical axis z. The axes are arranged so that forward vehicle travel in a forward gear is generally in the -x direction, and generally perpendicular to the y-axis. The terms ‘inboard’ and Outboard’ herein are aligned to the y-axis and respectively towards and away from the longitudinal centerline of the vehicle 10. The -z direction is a downwards direction towards the ground. An ‘upper’ object is displaced from a ‘lower’ object in the +z direction.

In Fig 2, but not necessarily in all examples the seat back of at least one seat 25 is secured to the bulkhead 24. The lower portion of the bulkhead 24 in Fig 2, and/or or the seat back, may be secured to the vehicle floor pan by hinges to facilitate seat folding and unfolding. The seat(s) can be folded when they are not secured by the latching arrangement 20. To fold the seats, the seats and bulkhead 24 are rotated forwardly and downwards in the -x and -z directions, so that the seat back faces its corresponding seat bottom. The rear face of the bulkhead 24 will then be generally level with the boot (trunk) floor or loadfloor to increase loadspace.

In some, but not necessarily all examples at least one seat and/or a bulkhead 24 defines a section of a split foldable row of seats, wherein a row of seats is provided by a plurality of sections. Split foldable seats are known and enable a user of the vehicle 10 to fold only a section of the row of seats flat. This increases the loadspace of the vehicle 10 while still enabling passengers to be carried in the row.

In some examples, the split may be 60:40 (2:1 seats) or 50:50 (1:1 seats) to a row. In a 60:40 configuration, one larger bulkhead 24 supports two seat backs, and a smaller bulkhead supports one seat back. In other examples, there is no split.

The section may comprise a window seat 25 and a middle seat. In some examples, the back of a middle seat may be able to fold forwards and downwards without having to fold the entire section, to provide an armrest and/or an opening to the boot.

The example bulkhead 24 in Fig 2 comprises a seatbelt anchor assembly 26 for a seat such as a middle seat. The seatbelt anchor assembly 26 is laterally positioned towards the centre portion of the bulkhead 24, inboard from the outboard periphery of the bulkhead 24, and is vertically positioned on top of the bulkhead 24. The seatbelt anchor assembly 26 shown is slightly inboard of the illustrated headrest of the window seat 25. It would be appreciated that in other examples the seatbelt anchor assembly 26 could be in a different location on the bulkhead 24, and any number of seatbelt anchor assemblies could be provided on the bulkhead 24 including none.

The illustrated section of the split foldable row of seats has the advantage that one section can be independently folded relative to the other as discussed above. However, the or each bulkhead of a row is only secured to the vehicle body 12 at one end. The centre (inboard) portion of a bulkhead 24 is not secured to the vehicle body 12, and may in some examples only be secured to a neighbouring bulkhead of the row. As a result, the centre of the row can rotate relative to the vehicle body 12 during a large deceleration event, such as in a crash.

During a large deceleration event the loading applied to the bulkhead 24 may be exacerbated by the presence of a passenger positioned within the seating arrangement. During a large deceleration event the passenger’s seatbelt must restrain the passenger, thus the seatbelt anchor assembly 26 is subject to an increased load. In the example shown, the seat belt anchor assembly 26 is located on the bulkhead 24 meaning that the load associated with restraining the passenger is transferred to the bulkhead 24 which may cause the bulkhead 24 to rotate during a large deceleration event.

The latching arrangement 20 of Fig 2 is laterally positioned at the outboard periphery of the bulkhead 24 and vertically positioned within the upper half of the bulkhead 24. In other examples, the latching arrangement(s) may be located only at the inboard periphery of the bulkhead 24 depending on vehicle body design so that the outboard portion of the bulkhead 24 is free to rotate. In other examples, the latching arrangement 20 may be vertically positioned elsewhere such as on top of the bulkhead 24. In other examples, more than one latching arrangement may be provided per-bulkhead without supporting the bulkhead at both ends thereof.

The latching arrangement 20 of Fig 2 comprises a striker 21, a latch mechanism 22 and a latch housing 23. In the illustration, the striker 21 is secured to the bulkhead 24 while the latch mechanism 22 and latch housing 23 are secured to the vehicle body 12. In another implementation, the striker 21 could be secured to the vehicle body 12 and the mechanism secured to the part 28. The term ‘secured’ used herein is intended to cover with and without direct contact between the secured parts, and to cover not just direct coupling but also indirect coupling via intervening mechanism(s). The term ‘latch housing’ as used herein refers to one or more structural components, rather than weak aesthetic components such as a plastic shroud or other covering (not shown) for at least partially concealing the latching arrangement 20 in use.

When the section is in the unfolded position, the latch mechanism 22 is engaged with the striker 21 as shown in Fig 2. The latch mechanism 22 resists movement of the striker 21 and the latch mechanism 22 away from each other in the +x and -x longitudinal directions when the striker 21 and the latch mechanism 22 are engaged. This ensures the bulkhead 24 and seat(s) are not free to fold due to vehicle deceleration or user manipulation.

To intentionally move the section into the folded position, the latch mechanism 22 is controlled (manually or using at least one actuator) to release the striker 21 so that the latch mechanism 22 no longer resists movement of the striker 21 and latch mechanism 22 away from each other in the longitudinal direction. The bulkhead 24 and seats can then be folded down manually or using at least one actuator.

Without reinforcement, the latch mechanism 22 is only designed to withstand loading in a frontal direction and is not as strong when loaded laterally. During a crash, a mode of release of the striker 21 may occur, in which the bulkhead 24 rotates and loads the latch mechanism 22 sufficiently in a lateral direction to disengage the striker 21 and thus the bulkhead 24 as shown in Fig 3.

Fig 3 illustrates the mode of release and the latch mechanism 22 in more detail.

The latch mechanism 22 comprises a latching claw 31 and a pawl 30 for retaining the latching claw 31. In other examples, a different type of latch mechanism may be employed. When the latching pawl 30 and latching claw 31 are engaged, the pawl 30 interferes with the latching claw 31 to constrain longitudinal movement of the latching claw 31 and therefore release of the striker 21. However, the pawl 30 does not adequately constrain lateral movement of the latching claw 31.

In the mode of release of Fig 3, deformation of the latching arrangement 20 by at least the striker 21 causes the latching claw 31 to laterally displace relative to the pawl 30 until the pawl 30 no longer interferes with the latching claw 31.

For example, a portion of the striker 21 may directly pull or twist the latching claw 31 laterally away from the region of interference with the pawl 30. If the striker 21 is loop-shaped and the latching claw 31 extends through the inside of the loop, as shown in Fig 3, lateral displacement of the loop can cause the striker 21 to pull the latching claw 31 laterally to cause the illustrated mode of release. In other examples, the striker 21 may be bar-shaped, e.g. a straight stub-like bar.

Another mode of release associated with lateral loading of the latch mechanism 22 is due to the vehicle body 12 failing under the longitudinal load of the bulkhead 24 on the latching mechanism 22. The deformation of the vehicle body 12 displaces the latch mechanism 22 away from its correct alignment relative to the striker, which turns the longitudinal load on the latch mechanism 22 into a lateral load on the latch mechanism 22. In some examples, failure of the latch mechanism 22 may be attributable to both modes of release.

Figs 4A and 4B are free-body diagrams in top-down view illustrating a latching arrangement 20 which is reinforced in accordance with various embodiments of the invention, to prevent a mode of release such as shown in Fig 3. Fig 4A is a free-body diagram approximation of the latching arrangement 20 shown in Figs 2 and 3, with reinforcing means 40 added. Fig 4B is based on the alternative implementation in which the striker 21 is secured to the vehicle body 12 and the latch mechanism 22 is secured to the part 28 associated with the foldable seat arrangement 27.

The reinforcing means 40 (reinforcement) is configured to constrain lateral movement of the striker 21 relative to the latch mechanism 22 when the striker 21 and the latch mechanism 22 are engaged. In particular, the reinforcing means 40 is configured to prevent the latching claw 31 and pawl 30 within the latch mechanism 22 from being laterally loaded or at least from being laterally over-loaded, to prevent the striker 21 and thus the part 28 becoming disengaged.

The free-body diagrams Fig 4A and Fig 4B present the part 28, e.g. bulkhead 24, associated with the foldable seat arrangement 27 as a cantilevered load acting in the forward x-direction in the event of vehicle deceleration. It would be appreciated that the bulkhead 24 may not behave like an ideal cantilever due to at least to other inboard fixings such as a hinged connection to a floorpan. However, at least the upper section of the bulkhead 24 can twist forward and behave at least partially like a cantilever. A cantilevered load tends to transmit a rotational load (bending moment) which imparts longitudinal and lateral forces at the fixed end of the cantilever.

The diagrams present the latch mechanism 22 as an effective longitudinal constraint against longitudinal (x) movement of the striker 21 in the +x and -x directions. The longitudinal constraint is defined at least by the latching claw 31 and pawl 30 enclosing at least a portion of the striker 21. The longitudinal constraint is secured to the vehicle body 12. The latch mechanism 22 is however an ineffective lateral constraint against lateral (y) movement of the striker 21 in the +y and/or -y directions.

The diagram presents the reinforcing means 40 as comprising an effective lateral constraint against lateral (y) movement of the striker 21 in the +y and/or -y directions. The lateral constraint is secured to the vehicle body 12.

The reinforcing means 40 comprises a first surface 60 for securing to the part 28, and a second surface 70 for securing to the vehicle body 12 and for providing the lateral constraint. The first surface 60 abuts against the second surface 70 when the striker 21 is pulled laterally by the load. The second surface 70 resists the lateral movement of the abutting first surface 60. In some examples, there is no gap between the first and second surfaces 60, 70 even under no lateral load, i.e. they may always abut.

The second surface 70 of Fig 4A (or first surface 60 of Fig 4B) is provided by a structure other than the latch mechanism 22, since the latch mechanism 22 is an ineffective lateral constraint. In the arrangement of Fig 4A the reinforcing means 40 is outboard of the latch mechanism 22. In other examples, the reinforcing means 40 may be inboard of the latch mechanism 22. In the arrangement of Fig 4B the reinforcing means 40 is inboard of the latch mechanism 22. However, in other examples the reinforcing means 40 may be outboard of the latch mechanism 22.

Figs 5-7 illustrate an example implementation for the reinforcing means 40, identifying how the first surface 60 could be provided and how the second surface 70 could be provided.

In Figs 5-7 the reinforcing means 40 is configured to be primed solely by engagement of the striker 21 and latch mechanism 22, without requiring any further energy input from the vehicle 10 or user (no separate ‘activation’ of the reinforcing means 40).

In Figs 5-7 the surfaces are provided on the striker 21 and on the latch housing 23, however in other examples the surfaces could be provided on other elements associated with the latching arrangement 20.

For consistency with Figs 2, 3 and 4A, the following Figs 5-7 relate to an implementation in which the striker 21 is secured to the part 28 and the latch housing 23 is secured to the vehicle body 12. The first surface 60 is provided on the striker 21 and the second surface 70 is provided on the latch housing 23. However, the following discussion of Figs 5-7 is equally applicable to the implementation of Fig 4B, in which the first surface 60 would be on the latch housing 23, the second surface 70 would be on the striker 21, and the abutment would work in the same way.

The concept of Figs 5-7 is to cause the striker 21 and strong latch housing 23 to abut each other in the event of lateral movement of the part 28 in a crash, to prevent the mode of release or in some examples to prevent the striker 21 from laterally loading the latch mechanism 22 at all.

Considering the striker 21 in more detail, Figs 5 and 6 show a protrusion 50 on the striker 21 defining the first surface 60 of the reinforcing means 40.

The protrusion 50 extends away from a lengthwise axis 61 of the striker 21, wherein the protrusion 50 provides the first surface 60 for abutting against the second surface 70 on the latch housing 23.

In some examples the protrusion 50 is a “striker washer”. A striker washer is a washer-like feature (e.g. plate of metallic material) on the striker 21, such as shown in Fig 6. The striker washer may be secured (e.g. by welding) to the striker 21 or may fit loosely over a portion of the striker 21.

Metallic material such as steel would work well for the protrusion 50, but other materials with a Youngs Modulus and ductility comparable to steel can be used in other examples.

Figs 5 illustrates the protrusion 50 as a circular washer-shaped protrusion, however other shapes of protrusion can be employed in other examples.

Fig 6 illustrates a more detailed example of how a protrusion 50 could look. Fig 6 shows that the protrusion 50 is a thin annular plate, the striker 21 extending through the annulus. ‘Thin’ in this example means that the protrusion 50 is thinner than the average thickness of the rest of the striker 21, however thicker material could be used in other examples. The protrusion may be at least 5mm thick in some examples. In other examples, the protrusion 50 may not be an annular plate and so may not extend circumferentially all the way around the striker’s lengthwise axis 61. The protrusion 50 may be provided at only one side of the striker’s lengthwise axis 61.

Fig 6 shows the location of the protrusion 50. The protrusion 50 is located towards an opposite end of the striker 21 from the end of the striker 21 closest to the part 28 associated with the foldable seat arrangement 27. The first surface 60 of the reinforcing means 40 is on the face of the protrusion 50 that faces the latch mechanism 22 and the latch housing 23 in use, rather than the other face of the protrusion 50 that faces away from the latch mechanism 22 and latch housing 23 in use.

The illustrated first surface 60 is oriented perpendicular enough to the striker’s lengthwise axis 61 to enable the reinforcing means 40 to provide an effective lateral constraint.

The first surface 60 is a substantially planar surface in Fig 6, but not necessarily in all examples.

In some examples, at least part of the first surface 60 is radially separated from the striker’s lengthwise axis 61 by at least 1 cf or at least 1.5cf, where d is the average cross-sectional diameter of the portion of the striker 21 that is enclosed by the latch mechanism 22.

Now considering the latch housing 23 in more detail, Figs 5 and 7 show an example implementation of the latch housing 23, specifically at least one plate 72 of the latch housing

23, defining the second surface 70 of the reinforcing means 40 against which the first surface 60 is to abut.

The plate 72 is for securing the latch mechanism 22 to the vehicle body 12. The illustrated latch housing 23 comprises two laterally separated parallel plates 72, 73 between which the latch mechanism 22 is sandwiched. In other examples, the latch housing 23 may comprise just one plate 72 or more than two plates, or a different construction that does not require plates.

In Fig 7, but not necessarily in all examples at least the outboard one of the plates 72, 73 comprises means (e.g. locating holes) 74, 75 for securing the latch housing 23 to the vehicle body 12 using fixings. The plates 72, 73 comprise means (e.g. locating holes) 74, 75 for mounting the latching claw 31 and pawl 30 therebetween using fixings (e.g. pivots/bearings). A locating hole 74 is shown for the latching claw 31, and a locating hole 75 is shown for the pawl 30.

The latch housing 23 provides a better lateral constraint than the latch mechanism 22. The illustrated latch housing 23 may be strong by virtue of the plate(s) 72, 73 comprising a strong metallic material such as steel, the material being thick (e.g. at least 2mm), the plates comprising strengthening indentations, or a combination thereof.

To protect the latch mechanism 22, the or each plate 72, 73 in Fig 7 is larger than the latch mechanism 22. Therefore, the plate(s) 72, 73 comprise a recess 71 shaped to enable the engagement of the striker 21 and the latch mechanism 22 without interference between the striker 21 and the plate.

In Fig 7, the recess 71 is the shape of a mouth when viewed perpendicular to the plane of the plate. The striker 21 enters the mouth-shaped recess 71 when approaching the latch mechanism 22 for engagement with the latch mechanism 22.

In Fig 7, but not necessarily in all examples the protrusion 50 is oversized relative to the recess 71, i.e. the cross-section of the striker 21 through the first surface 60 is oversized relative to the recess 71 in at least one direction. Therefore, if the first surface 60 is moved laterally the first surface 60 will abut or continue to abut against a portion of the plate surrounding the recess. It will be understood that the portion of the plate of the latch housing 23 that interferes with the first surface 60 performs the function of the second surface 70 of Fig 4A.

The latch housing 23 may further be configured so that the loads transferred via the latch housing 23 by the abutment of the surfaces 60, 70 are transferred to the vehicle body 12 without laterally displacing the locating holes 74, 75 for the latching claw 31 and pawl 30 relative to each other to cause the latching claw 31 and pawl 30 to disengage. For example, the locating holes 74, 75 may be reinforced by indentations in the plate material, the locating holes may be on the same side of the recess, and the locating holes may be approximately equidistant from the recess.

Although embodiments of the present invention have been described in the preceding paragraphs with reference to various examples, it should be appreciated that modifications to the examples given can be made without departing from the scope of the invention as claimed.

It is clear from the preceding description of Figs 5-7, that upon abutment of the first and second surfaces 60, 70, the lateral loads are transferred to the vehicle body 12 via the latch housing 23 rather than via the latch mechanism 22. However, the invention is not limited to the specific example of Figs 5-7. For example, the first and second surfaces 60, 70 could be provided on other components from those discussed above.

In the description of Figs 5-7, the abutment is a single contact point that continuously extends at least partially around the edge of the recess. In other examples, the abutment may occur at multiple separated contact points. In still other examples, the functionality of the first surface 60 may be embodied in a plurality of different structures secured or independently secured to the part 28 and/or the functionality of the second surface 70 may be embodied in a plurality of different structures secured or independently secured to the vehicle body 12.

Features described in the preceding description may be used in combinations other than the combinations explicitly described.

Although functions have been described with reference to certain features, those functions may be performable by other features whether described or not.

Although features have been described with reference to certain embodiments, those 5 features may also be present in other embodiments whether described or not.

Whilst endeavoring in the foregoing specification to draw attention to those features of the invention believed to be of particular importance it should be understood that the Applicant claims protection in respect of any patentable feature or combination of features 10 hereinbefore referred to and/or shown in the drawings whether or not particular emphasis has been placed thereon.

Claims

1. A latching arrangement for securing to a vehicle body a part associated with a foldable seat arrangement, wherein the latching arrangement comprises:

a striker;

a latch mechanism for engagement with the striker, and for resisting movement of the striker and the latch mechanism away from each other in a longitudinal direction when the striker and the latch mechanism are engaged; and reinforcing means configured to constrain lateral movement of the striker relative to the latch mechanism when the striker and the latch mechanism are engaged.

2. The latching arrangement of claim 1, wherein the reinforcing means comprises a first surface for securing to the part, and a second surface for securing to the vehicle body, and wherein the first surface and the second surface are configured to abut against each other to constrain the lateral movement.

3. The latching arrangement of claim 2, wherein the striker comprises a protrusion extending away from a lengthwise axis of the striker, wherein the protrusion provides the first surface or the second surface.

4. The latching arrangement of claim 3, wherein the protrusion comprises a metallic plate.

5. The latching arrangement of claim 3 or 4, wherein the striker comprises a bar or loop from which the protrusion extends.

6. The latching arrangement of claim 3, 4 or 5, wherein the latching arrangement comprises a latch housing, and wherein at least a portion of the latch housing provides the other of the first surface or the second surface.

7. The latching arrangement of claim 6, wherein the portion of the latch housing is located laterally between the protrusion of the striker and the latch mechanism while the striker and latch mechanism are engaged.

8. The latching arrangement of claim 6 or 7, wherein the latch housing comprises a recess shaped to enable the engagement of the striker and the latch mechanism without interference between the striker and the latch housing, wherein the portion of the latch housing is at the periphery of the recess, and wherein the protrusion of the striker is oversized relative to the recess, so that the lateral movement is constrained by abutment of a portion of the protrusion against the portion of the latch housing.

9. The latching arrangement of any preceding claim, wherein the reinforcing means is configured to inhibit a mode of release of the striker caused by lateral displacement of the latch mechanism in the event of high vehicle deceleration, due at least in part to a configuration of the part.

10. The latching arrangement of claim 9, wherein the mode of release is associated with lateral movement of a latching claw of the latch mechanism relative to a pawl of the latch mechanism for retaining the latching claw.

11. The latching arrangement of claim 9 or 10, wherein the part in said configuration is configured to be latched to the vehicle body at one end only, such that in the event of high vehicle deceleration the part starts to rotate forward and laterally relative to the latching arrangement.

12. The latching arrangement of claim 9, 10 or 11, wherein the part in said configuration comprises an upper seatbelt anchor assembly.

13. The latching arrangement of any preceding claim, wherein the part is a foldable bulkhead associated with one or more foldable seats, or wherein the part is a foldable seat.

14. The latching arrangement of any preceding claim, wherein the part is associated with a section of a split foldable row of seats.

15. A system comprising a part associated with a foldable seat arrangement, and a latching arrangement as claimed in any one or more of the preceding claims for securing the part to a vehicle body.

16. The system of claim 15, wherein the part is a foldable bulkhead and/or a section of a split foldable row of seats and/or at least one seat.

17. The system of claim 15 or 16, wherein only one end of the part is configured to be 5 latched to the vehicle body, such that in the event of high vehicle deceleration the part starts to rotate forward and laterally relative to the latching arrangement.

18. A vehicle comprising the latching arrangement of any one of claims 1 to 14.

10

19. A vehicle comprising the system of any one of claims 15 to 17.

20. The vehicle of claim 19 comprising at least one of said system, the part of said at least one system defining, at least in part, a section of a split foldable row of seats.

15

21. The vehicle of claim 20, wherein the split foldable row of seats is split 60:40 or 50:50.