Truck cargo compartment sub-assembly

Abstract

PICKUP TRUCK CARGO COMPARTMENT SUBASSEMBLY. A pickup truck cargo compartment subassembly includes a cargo floor composed of a sandwich structure with a top liner, a bottom liner, and a core extending between them. The top liner is formed from a composite material including continuous reinforcing fibers. The pickup truck cargo compartment subassembly also includes a left inner side panel having a left inner side panel junction channel that extends horizontally along at least a portion of a length of the left inner side panel. The pickup truck cargo compartment subassembly also includes a right inner side panel having a right inner side panel junction channel that extends horizontally along at least a portion of a length of the right inner side panel.The joining channels of the left and right inner side panels connect a peripheral portion of the cargo floor. The pickup truck cargo compartment subassembly also includes a headboard and a rear cross sill.

Description

1 / 34 “PICKUP TRUCK CARGO COMPARTMENT SUBASSEMBLY” Cross-Reference to Related Orders

[0001] This application claims priority to U.S. Application No. 16 / 794,579 filed February 19, 2020, the disclosure of which is incorporated herein by reference in its entirety. Technical Field

[0002] The present disclosure relates to a pickup truck cargo compartment subassembly including a cargo floor constructed of a sandwich material having a top liner, a bottom liner and a core extending between them, wherein the top liner may be formed of composite material including continuous reinforcing fibers. History

[0003] Pickup trucks are a type of motorized vehicle. Pickup trucks typically include a passenger compartment in the front of the truck and a cargo area in the rear of the truck. The cargo area is typically bounded on four sides by left and right interior side panels and a front headboard, all of which are normally fixed in position relative to the cargo area, and a rear (truck bed) cover that lowers to allow access to the cargo area and raises to contain the cargo in the cargo area. The cargo is supported by a floor that spans the distance between the side walls, the headboard, and the tailgate. The floor is typically supported by a series of cross members and may be attached to a vehicle frame / chassis.A rear cross sill subassembly, which includes the left and right D-pillars and a rear cross sill extending between them, is used to support the open end of the cargo compartment, the inner side walls, the cargo floor, and the tailgate. Summary

[0004] In an initial embodiment, a pickup truck cargo compartment subassembly is disclosed. The subassembly of Petition 870220073510, dated 08 / 16 / 2022, pp. 170 / 223 The 2 / 34 pickup truck cargo compartment includes a cargo floor composed of a sandwich structure with a top liner, a bottom liner, and a core extending between them. The top liner is formed from a composite material including continuous reinforcing fibers. The pickup truck cargo compartment subassembly also includes a left inner side panel having a left inner side panel junction channel that extends horizontally along at least a portion of the length of the left inner side panel. The pickup truck cargo compartment subassembly also includes a right inner side panel having a right inner side panel junction channel that extends horizontally along at least a portion of the length of the right inner side panel. The junction channel of the left and right inner side panels joins a peripheral portion of the cargo floor.The pickup truck cargo compartment subassembly also includes a headboard and a rear cross sill.

[0005] In a second embodiment, a pickup truck cargo compartment subassembly is disclosed. The pickup truck cargo compartment subassembly includes a cargo floor formed by a sandwich structure with a top liner, a bottom liner, and a core extending between them. The top liner is formed by a composite material including continuous glass and / or carbon reinforcing fibers. The pickup truck cargo compartment subassembly also includes a left inner side panel having a left inner side panel joining surface that extends horizontally along at least a portion of a length of the left inner side panel and is integrally formed with the left inner side panel.The truck cargo compartment subassembly also includes a right inner side panel having a right inner side panel junction surface that extends horizontally along at least a portion of the length of the right inner side panel and is integrally formed with the. Petition 870220073510, dated 08 / 16 / 2022, pp. 171 / 223 3 / 34 right inner side panel. The joining surfaces of the left and right inner side panels join a peripheral portion of the cargo floor. The pickup truck cargo compartment subassembly also includes a headboard and a rear cross sill.

[0006] In another embodiment, a pickup truck cargo compartment subassembly is disclosed. The pickup truck cargo compartment subassembly includes a cargo floor formed by a sandwich structure with a top liner, a bottom liner, and a core extending between them. The top liner is formed by a composite material including continuous reinforcing fibers. The pickup truck cargo compartment subassembly also includes a left inner side panel having a left inner side panel junction channel that extends horizontally along at least a portion of a length of the left inner side panel and is integrally formed with the left inner side panel.The pickup truck cargo compartment subassembly also includes a right inner side panel having a right inner side panel joining channel that extends horizontally along at least a portion of the length of the right inner side panel and is integrally formed with the right inner side panel. The left and right inner side panel joining channels join a peripheral portion of the cargo floor, and the sandwich structure optionally has one or more fastening elements that join the sandwich structure to one or more components of the pickup truck cargo compartment subassembly. The pickup truck cargo compartment assembly also includes a headboard and a rear cross sill.

[0007] In another embodiment, a pickup truck cargo compartment subassembly is disclosed. The pickup truck cargo compartment subassembly includes a cargo floor formed by a sandwich structure with a top liner, a bottom liner, and a core extending between them. The top liner is formed by a material Petition 870220073510, dated 08 / 16 / 2022, pp. 172 / 223 4 / 34 composite that includes continuous reinforcing fibers. The pickup truck cargo compartment subassembly also includes a left inner side panel having a left inner side panel joining channel that extends horizontally along at least a portion of a length of the left inner side panel and is integrally formed with the left inner side panel. The pickup truck cargo compartment subassembly also includes a right inner side panel having a right inner side panel joining channel that extends horizontally along at least a portion of a length of the right inner side panel and is integrally formed with the right inner side panel. The joining surfaces of the left and right inner side panels join a peripheral portion of the cargo floor.The pickup truck cargo compartment subassembly also includes a headboard, a front cross sill, a center cross sill, and a rear cross sill. The cross sills can be used to attach the cargo compartment subassembly to the frame.

[0008] In yet another embodiment, a pickup truck cargo compartment subassembly is disclosed. The pickup truck cargo compartment subassembly includes a cargo floor consisting of a sandwich structure, left and right interior side panels (each connected to the cargo floor), a headboard, and one or more sills configured to mechanically attach to a vehicle frame by means of one or more fastening elements configured not to pass through the cargo floor.

[0009] Another embodiment discloses a pickup truck cargo compartment subassembly. The pickup truck cargo compartment subassembly includes a cargo floor composed of a sandwich structure with a top liner, a bottom liner, and a core extending between them. The core is based on a resin having a heat deflection temperature (HDT) of 50°C or higher at a stress level of 0.45 MPa. The subassembly further includes an inner left side panel. Petition 870220073510, dated 08 / 16 / 2022, pp. 173 / 223 5 / 34 having a left inner side panel joining channel that extends horizontally along at least a portion of the length of the left inner side panel. The subassembly further includes a right inner side panel having a right inner side panel joining channel that extends horizontally along at least a portion of the length of the right inner side panel. The subassembly also includes a headboard and a rear cross sill. The joining channels of the left and right inner side panels join a peripheral portion of the cargo floor. Brief Description of the Drawings

[0010] Figure 1 is a perspective view of a pickup truck including a passenger compartment and a cargo compartment partially defined by a headrest, a left interior side panel, a right interior side panel, a rear sill and a cargo floor according to an embodiment.

[0011] Figure 2 shows an isolated perspective view of the cargo compartment shown in Figure 1.

[0012] Figure 3 shows an exploded perspective view of a cargo compartment separately showing the head, the left inner side panel, the right inner side panel, a rear cross sill with a trim piece and the cargo floor.

[0013] Figure 4 shows an exploded perspective view of the cargo compartment of Figure 3 showing the mechanical attachment of the headboard, the left inner side panel, the right inner side panel and the rear cross sill to a vehicle frame and to each other, and a partial cutaway view of the rear cross sill and the cargo floor.

[0014] Figure 5 shows a fragmented cross-sectional view of the head and loading deck shown in Figure 2, considering line 5-5 of Figure 2.

[0015] Figures 6A and 6B represent the fragmented cross-sectional views of the right inner side panel shown in Figure 2, considering lines 6A-6A and 6B-6B of Figure 2, respectively. Petition 870220073510, dated 08 / 16 / 2022, pp. 174 / 223 6 / 34

[0016] Figure 6C represents a plan view of the reinforcement structures for the junction channel of the right inner side panel shown in Figure 6B.

[0017] Figure 6D represents a cross-sectional perspective view of the reinforcement structures for the right inner side panel junction channel shown in Figure 6C.

[0018] Figure 7A is an isolated perspective view of the rear cross sill of Figure 2 joining the load floor of Figure 2 and showing an insert protecting the edge of the load floor.

[0019] Figure 7B is an isolated perspective view of the rear transverse sill of Figure 3 joining the load floor of Figure 3.

[0020] Figure 7C is an isolated perspective view of an alternative rear transverse sill, according to another embodiment, joining the load floor of Figure 2.

[0021] Figure 7D is an isolated perspective view of another alternative rear cross sill joining the load floor of Figure 2.

[0022] Figures 8A, 8B and 8C represent fragmented cross-sectional views of the rear cross sills shown in Figures 7A, 7B and 7C, considering lines 8A-8A, 8B-8B and 8C-8C, respectively.

[0023] Figure 9 is an exploded perspective view of a sandwich structure for a pickup truck cargo compartment floor according to one embodiment.

[0024] Figure 10A is a partial cross-sectional perspective view of a sandwich structure of the technique, including a reinforcing structure and a fastening element configured to join the sandwich structure to a component, such as a cargo compartment frame.

[0025] Figure 10B is a partial cross-sectional perspective view of a sandwich structure of the technique, including a reinforcing structure and a fastening element configured to join the sandwich structure to a component, such as a cargo compartment frame. Petition 870220073510, dated 08 / 16 / 2022, pages 175 / 223 7 / 34

[0026] Figure 10C is a partial cross-sectional exploded perspective view of a sandwich structure of the technique, including a reinforcing structure and a fastening element configured to join the sandwich structure to a component, such as a cargo compartment frame. Detailed Description

[0027] The embodiments of this disclosure are described in this document. It should be understood, however, that the embodiments disclosed are merely examples and other embodiments may take various alternative forms. The figures are not necessarily to scale; some features may be exaggerated or minimized to show details of specific components. Therefore, specific structural and functional details disclosed in this document should not be interpreted as limiting, but merely as a representative basis for teaching a person skilled in the art how to employ the embodiments in various ways. As is known to those skilled in the art, several illustrated and described features, with reference to any of the figures, can be combined with the features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described.The combinations of features illustrated provide representative embodiments for typical applications. Various combinations and modifications of features consistent with the teachings of this disclosure, however, may be desired for specific applications or implementations.

[0028] The term "approximately" may be used in this document to describe the realizations disclosed or claimed. The term "approximately" may modify a value disclosed or claimed in this disclosure. In such cases, "approximately" may mean that the value it modifies is within ± 0%, 0.1%, 0.5%, 1%, 2%, 3%, 4%, 5% or 10% of the value.

[0029] Pickup truck cargo compartments can be constructed from a variety of materials. The traditional and most widely used material is steel due to the low price of stamped steel components. No Petition 870220073510, dated 08 / 16 / 2022, pp. 176 / 223 8 / 34 However, the types of steel used to stamp truck cargo compartment components suffer from being heavier than alternative materials, prone to corrosion, and easily dented. To improve fuel economy and reduce vehicle emissions, aluminum entered the market as a lighter alternative to steel. However, the use of aluminum adds significant manufacturing costs, remains prone to corrosion, and is also easily dented. Sheet metal molding composite (SMC) is a thermoset composite of chopped fiber-reinforced plastic that offers a good balance of properties, including corrosion resistance and improved dent resistance compared to metal alternatives at a weight and cost between steel and aluminum. Carbon fiber is also used in a format similar to SMC, but in a thermoplastic matrix resin such as nylon.The carbon fiber option offers the best potential for weight reduction among the group, as well as a good balance of properties, but at a significantly higher cost than the other materials considered.

[0030] In practice, a common design approach for the cargo bed floor of a pickup truck can be used with one or more of these material options. The common design approach is based on obtaining adequate structural support for the load while facilitating the processability of the materials into components. The approach results in a characteristic arrangement of parallel corrugated sections running front to back that increase the floor section modulus and translate into greater load capacity, but only along the direction of the corrugations. In the transverse (side-to-side) direction, this corrugated floor by itself remains relatively weak and flexible. Consequently, several transverse elements in the form of ribs or transverse sills, or a combination thereof, are typically integrated into the underside of the floor structure at various points along its length. These elements add height to the overall cargo space, weight, and cost to the assembly. Petition 870220073510, dated 08 / 16 / 2022, pp. 177 / 223 9 / 34

[0031] Sandwich panels are typically flat structures constructed from a lightweight core material to which structural sheathing is applied. The section properties can be easily adjusted by the thickness of the core and sheathing, facilitating an optimized balance between strength and stiffness. Sandwich structures are known for their relatively high specific strength and stiffness compared to other design options, especially for use in relatively flat structures. This high specific performance results in reduced weight and packing space and improved isotropy. Like the cargo floor of a pickup truck bed, improvements in torsional stiffness, cargo volume, fuel economy, and vehicle handling are possible without any reduction in load capacity.When structural linings based on continuous fiber laminated composites are applied, a significant improvement in dent resistance can be achieved compared to other options. There is a need for an economical method for incorporating such sandwich structures into the design of a pickup truck compartment.

[0032] A significant problem with the use of sandwich structures is how they are structurally and durably incorporated into the truck bed. The typical truck bed floor includes several attachment points using fasteners that may run through the floor to the truck frame, side walls, or other components. Fasteners are commonly incorporated into the sandwich panels. However, some care must be taken. Bolt loads can often exceed the compressive strength of the core material, especially when combined with dynamic loads from the cargo, and the core can be irreversibly crushed. A common practice is to incorporate a relatively incompressible sleeve through the core, or a reinforcing pocket located within the sandwich panel to support the fastener load. Such a sleeve Petition 870220073510, dated 08 / 16 / 2022, pp. 178 / 223 10 / 34 or localized reinforcement must be incorporated into the sandwich panel, typically using adhesives, to maintain acceptable levels of repeated stresses from eccentric loads passing through the sandwich panel to the joint. This may require the use of many attachment points to distribute the loads and minimize stresses at each joint. Furthermore, these localized reinforcements must often be applied before laminating the linings to the core. Therefore, there is no opportunity to mass-produce sandwich panels in a continuous or automated lamination process. An alternative thermoforming-based process has been proposed to create a load-bearing sandwich floor structure that incorporates specially localized components and / or complex geometry for the structure and assembly of the load-bearing floor. However, the proposed complex geometry is difficult to thermoform into structures that include continuous reinforcing fibers.The net result is a level of design complexity and manufacturing cost that can outweigh any advantages. What is needed is a pickup truck bed construction in which the cargo floor can be manufactured as a sandwich panel using a simplified and economical process, while also facilitating its incorporation as a cargo floor in a cargo bed subassembly.

[0033] In one or more embodiments, a pickup truck cargo compartment subassembly is disclosed that has a cargo floor constructed of a sandwich material including a fiber-reinforced composite material. In some embodiments, the fiber-reinforced composite material is a continuous fiber-reinforced composite material. The cargo floor can be joined to the cargo compartment without the use of fasteners to support a significant amount of the load borne by the cargo floor without significantly deforming the joint. Consequently, the pickup truck cargo compartment can be constructed such that the cargo floor can be manufactured as a sandwich panel using an economical lamination process, in which the use of fasteners is not required for joining. Petition 870220073510, dated 08 / 16 / 2022, pp. 179 / 223 11 / 34 the sandwich panel to the truck frame or other corresponding components.

[0034] Figure 1 represents a perspective view of the truck 10 including the passenger compartment 12 and the cargo compartment 14. Figure 2 represents an isolated perspective view of the cargo compartment 14. Figure 3 represents an exploded perspective view of the cargo compartment 14 showing separately the headboard 20, left inner side panel 16, right inner side panel 18, rear cross sill 40 with trim piece 120 and cargo floor 24. Figure 4 represents an exploded perspective view of the cargo compartment 14 showing the mechanical attachment of the headboard 20, left inner side panel 16, right inner side panel 18, rear cross sill 40 to the vehicle frame 2 and to each other, and a partial cutaway view of the rear cross sill and cargo floor 24.

[0035] The passenger compartment 12 is configured to accommodate a driver and one or more passengers of the pickup truck 10. The passenger compartment 12 is in a forward position of the pickup truck 10. The cargo compartment 14 is partially defined by the left inner side panel 16, right inner side panel 18, headboard 20, tailgate 22, and cargo floor 24. The left inner side panel 16 and the right inner side panel 18 can be joined to the headboard 20. The cargo compartment 14 is configured to receive and store cargo that can be transported using the pickup truck 10. The cargo compartment 14 can be accessed through its open top or through the tailgate 22, which is configured to be lowered from the closed position (as shown in Figure 1) to an open position, in which the tailgate 22 opens outward from the cargo compartment 14 to an open position substantially parallel to the cargo floor 24.The rear cover 22 can be detachably attached to the left D-pillar 26 and the right D-pillar 28 while the rear cover 22 is in the closed position. The rear cover 22 can be rotatably attached to the D-pillar. Petition 870220073510, dated 08 / 16 / 2022, pp. 180 / 223 12 / 34 left 26 and right D-pillar 28 to rotate the tailgate 22 from the closed to the open position and vice versa. The left and right inner side panels 16 and 18 include left and right wheel wells 34 and 36, respectively. The peripheral channel 38 is formed in the left inner side panel 16, right inner side panel 18, headboard 20 and / or rear cross sill 40. The peripheral channel 38 is configured to join the cargo floor 24 to the left inner side panel 16, right inner side panel 18, headboard 20 and / or rear cross sill 40. The peripheral channel has a joining surface to join the cargo floor 24 to the left inner side panel 16, right inner side panel 18, headboard 20 and / or rear cross sill 40.

[0036] Figure 3 further illustrates the peripheral channel 38. As shown in Figure 3, the peripheral channel 38 is integrated into the inner side panels 16 and 18, headboard 20, and rear transverse sill 40. The portion of the peripheral channel 38 in the left inner side panel 16 is the left inner side panel channel 42. The portion of the peripheral channel 38 in the right inner side panel 18 is the right inner side panel channel 44. The portion of the peripheral channel 38 in the headboard 20 is the headboard channel 46. The portion of the peripheral channel 38 in the rear transverse sill 40 is the rear transverse sill channel 48 (as shown in Figure 4). In other embodiments, the headboard 20 and / or the rear transverse sill 40 do not include the headboard channel 46 and the rear transverse sill channel 48, respectively.

[0037] The assembly of the inner side panels 16 and 18, headboard 20 and rear cross sill 40 on the load floor 24 creates a junction around the peripheral portion 39 of the load floor 24, thus distributing the side wall and / or loading loads over a relatively large surface area. The peripheral channel 38 is configured to reinforce the load floor 24 from lateral and / or vertical movement, thus creating a strong, rigid and durable subassembly for carrying the load. The load floor 24 may have an hourglass shape around the wheel arches 34 and 36, thus contributing to lateral stability. Petition 870220073510, dated 08 / 16 / 2022, pp. 181 / 223 13 / 34 in the front-to-back directions. In other embodiments, the load floor has a rectangular shape or a cut in the left and right edges for the wheel wells.

[0038] In one embodiment, the perimeter channel 38 is integrated into the inner side panels 16 and 18, headboard 20 and rear cross sill 40, so that the perimeter channel 38 runs the entire perimeter of the load floor 24. When the inner side panels 16 and 18, headboard 20 and rear cross sill 40 are mounted on the load floor 24, the load floor 24 is joined to the perimeter channel 38 on the perimeter portion 39 of the load floor 24 along the entire perimeter of the load floor 24 and the perimeter channel 38 secures the load floor 24 along its entire perimeter.

[0039] In a second embodiment, the peripheral channel 38 is integrated into the inner side panels 16 and 18, headboard 20 and rear cross sill 40 in several spaced regions along the load floor 24 in an assembled state. When the inner side panels 16 and 18, the headboard 20 and the rear cross sill 40 are mounted on the load floor 24, the load floor 24 is joined in the several spaced regions along the load floor 24 and the several spaced regions lock the load floor 24 in those regions. The channels of the left and right inner side panels, the headboard, the rear cross sill and the load floor are configured to create a mechanical interlocking structure.

[0040] As shown in Figure 4, the cross element 4 (also called the front cross sill) is bolted to the vehicle frame 2 with left and right bolts (although other fasteners may be used). The front and / or rear cross sills may be attached to the vehicle frame. The pickup truck cargo compartment subassembly may be configured to mechanically attach to the vehicle frame via one or more fasteners, and the fasteners do not pass through the cargo floor in a concretization. The one or more fasteners may be inserted from underneath the vehicle frame. The Petition 870220073510, dated 08 / 16 / 2022, pages 182 / 223 14 / 34 left inner side panel 16 is bolted to the surface of the left edge of the cross element 4 with a bolt, and the right inner side panel 18 is bolted to the surface of the right edge of the cross element 4. The headboard 20 is bolted to the cross element with left and right bolts, as shown in Figure 4. The rear cross sill 40 is bolted to the vehicle frame 2 with left and right bolts. The left inner side panel 16 is bolted to the left D-pillar 26 by means of a flange located on the left inner side panel 16 with upper and lower bolts. The right inner side panel 18 is bolted to the right D-pillar 28 by means of a flange located on the right inner side panel 18 with upper and lower bolts. The frame 2 supports the cross elements 4 and 6 (also referred to as the center cross sill) configured to support the load floor 24.Material 8 can be positioned between cross elements 4 and 6 and load floor 24. Material 8 can be formed by a noise, vibration, and harshness (NVH) reducing material configured to reduce noise, vibration, and harshness between load floor 24 and cross elements 4 and 6. Material 8 can also include an adhesive, a mastic, an insulating tape, a fabric, a sealant, or a combination thereof. In one embodiment, Material 8 can be a heat-expandable adhesive or mastic material that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between load floor 24 and cross elements 4 and 6. Material 8 can be applied to the top surface of the cross element.Material 8 can also be configured to form a structural link between load-bearing floor 24 and cross elements 4 and 6, which facilitates load transfer between the components, so that each component reinforces the other.

[0041] Figure 5 represents a fragmented cross-sectional view of the head 20 and loading deck 24 shown in Figure 2, considering line 5-5. As shown in Figure 5, the loading deck 24 is made of a material Petition 870220073510, dated 08 / 16 / 2022, pages 183 / 223 15 / 34 sandwich structure with top liner 50, bottom liner 52, and core 54 extending between them. The head 20 includes the top vertical wall 56A or 56B, the head channel 46, and the bottom vertical wall 58A or 58B. The head channel 46 includes the top flange 60, end wall 62, and bottom reinforcement / flange 64. The top vertical wall 56A or 56B transitions to the top flange 60. The top flange 60 transitions to the end wall 62. The end wall 62 transitions to the bottom flange 64. The bottom flange 64 transitions to the bottom vertical wall 58A or 58B. The bottom vertical wall 58B transitions to the bottom flange 66B, which transitions to the bottom vertical wall 68B. As shown in Figure 5, in one embodiment, the upper vertical wall 56A is aligned with the lower vertical wall 58A, thus making the depth of the upper flange 60 and the lower rim 64 equal.In an alternative embodiment, the lower vertical wall 58B is the upper front vertical wall 56A or 56B, thus extending the lower rim 64 beyond the upper vertical wall 56A or 56B and away from the head 20. In another embodiment, the upper vertical wall 56B is the lower front vertical wall 58A, thus extending the upper flange beyond the lower vertical wall 58A and away from the head 20.

[0042] The load path between the load floor 24 and the head channel 46 depends on the configuration of the cargo compartment 14 and the truck structure (not shown). In one scenario, the load floor 24 is loaded onto the lower edge 64 of the head channel 46. In the first scenario, the depth of the lower edge 64 from the end wall 62 to the lower vertical wall 58B can be configured to distribute the cargo compartment loads from cargo compartment 14 over a relatively large area. The depth of the lower flange 64 in the first scenario can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters. In the first scenario, the lower vertical wall 58B can be reinforced by the lower flange 66B and the lower vertical wall 68B.In a second scenario, the upper flange 60 of the head channel. Petition 870220073510, dated 08 / 16 / 2022, pages 184 / 223 16 / 34 is loaded onto loading deck 24. In the second scenario, the top flange depth 60 can be configured to distribute the load from the head 20 across a relatively large area along the length of the top flange 60. The top flange depth 60 in the second scenario can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters. In one or more embodiments, the minimum depth of the end wall 62 for the upper vertical wall 56A or 56B and the lower vertical wall 58A or 5BB can be configured to restrict the load floor 24 against lateral and / or vertical movement and conceal the perimeter edge 69 of the load floor 24.The minimum restraint depth can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters.

[0043] As shown in Figure 5, material 70 is disposed between the upper flange 60 and the load floor 24 and between the lower flange 64 and the load floor 24. Material 70 may consist of an NVH-reducing material configured to reduce noise, vibration and harshness within the junction formed between the peripheral channel 38 and the load floor 24. Material 70 may also include an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof. In one embodiment, material 70 may be a heat-expandable adhesive or mastic that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between the load-bearing floor 24 and the upper flange 60 and the lower edge 64. Material 70 may also be configured to form a structural bond between the load-bearing floor 24 and the upper flange 60 and the lower edge 64.The opening created between the top lining 50 and the curvature between the top vertical wall 56A or 56B and the top flange 60 can be filled with a sealant 72. Petition 870220073510, dated 08 / 16 / 2022, pp. 185 / 223 17 / 34

[0044] As shown in Figure 5, the headstock 20 is formed by a metal stamping. The upper flange 60 is angled at a first clearance angle (Θ1) and the lower flange 66B is angled at a second clearance angle (Θ2) to facilitate the metal stamping process and improve formability. The first clearance angle (Θ1) can be any of the following values ​​or be within a range of any two of the following values: 0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 15, 20, 25 and 30 degrees. The second clearance angle (Θ2) can be any of the following values ​​or be within a range of any two of the following values: 0, 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 15, 20, 25 and 30 degrees. The lower edge 64 can be angled relative to the end wall 62 at a clearance angle similar to those identified above to facilitate the stamping process and improve formability.In other embodiments, the headstock may be formed or molded from a plastic composite material including reinforcing fibers. The molded upper and lower flanges may have first and second clearance angles similar to or equal to the metal stamping to facilitate the molding process and improve moldability.

[0045] Figure 6A represents a fragmented cross-sectional view of the right wheel well 36 of the right inner side panel 18, considering line 6A-6A of Figure 2. In Figure 6A, the right inner side panel 18 is formed from a metal stamping. Figure 6B represents a fragmented cross-sectional view of the right wheel well 36 of the right inner side panel 18, considering line 6B-6B of Figure 2. The description of the clearance angle relating to the headstock 20 (whether made of metal or plastic) applies to Figures 6A and 6B. The description of Figures 6A and 6B in relation to the right wheel well 36 and the right inner side panel 18 applies to the peripheral channel and / or the portions of the peripheral channel integrated into the left wheel well 34 and the left inner side panel 16.

[0046] As shown in Figure 6A, the load-bearing floor 24 is formed by a sandwich material with a top coating 50, a bottom coating Petition 870220073510, dated 08 / 16 / 2022, pages 186 / 223 18 / 34 and core 54 extending between them. The right inner side panel 18 includes upper vertical wall 74, right inner side panel channel 44, and lower vertical wall 76. The right inner side panel channel 44 includes upper flange 78, end wall 80, and lower flange 82. The upper vertical wall 74 transitions to the upper flange 78. The upper flange 78 transitions to the end wall 80. The end wall 80 transitions to the lower flange 82. The lower flange 82 transitions to the lower vertical wall 76. The lower vertical wall 76 transitions to the lower flange 84, which transitions to the lower vertical wall 86. As shown in Figures 6A and 6B, in one embodiment, the lower vertical wall 76 is the front upper vertical wall 74, thus extending the lower flange 82 beyond the upper vertical wall 74 and away from the right inner side panel 18.

[0047] The load distribution path between the cargo floor 24 and the right inner side panel channel 44 depends on the configuration of the cargo compartment 14 and the truck frame (not shown). In the first scenario, the cargo floor 24 is loaded onto the lower edge 82 of the right inner side panel channel 44. In the first scenario, the depth of the lower edge 82 from the end wall 80 to the lower vertical wall 76 can be configured to distribute the cargo compartment loads from cargo compartment 14 across a relatively large area by the extent of the lower edge 82. The depth of the lower edge 82 in the first scenario can be any of the following values ​​or be in a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters.

[0048] The lower vertical wall 76 can be reinforced by the lower flange 84 and the lower vertical wall 86. The lower vertical wall 76 can be reinforced with ribs 92, as shown in Figures 6B, 6C and 6D. In certain applications, the upper flange 78 and the lower flange 82 may tend to bend relative to the end wall 80. The reinforcing structure 94 can be included and Petition 870220073510, dated 08 / 16 / 2022, pp. 187 / 223 19 / 34 configured to vertically reinforce the upper flange 78 and the lower edge 82 in order to mitigate this tendency.

[0049] In a second scenario, the top flange 78 of the right inner side panel channel 44 is loaded on the load floor 24. In the second scenario, the depth of the top flange 78 can be configured to distribute the load of the right inner side panel 18 across a relatively large area by the extent of the top flange 78. The depth of the top flange 78 in the second scenario can be any of the following values ​​or be in a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters. In one or more embodiments, the minimum depth of the end wall 80 to the upper vertical wall 74 and the lower vertical wall 76 can be configured to reinforce the load-bearing floor 24 against lateral and / or vertical movement and conceal the perimeter edge 69 of the load-bearing floor 24.The minimum restraint depth can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters.

[0050] As shown in Figures 6A and 6B, material 88 is disposed between the upper flange 78 and the load floor 24 and between the lower flange 82 and the load floor 24. Material 88 may consist of an NVH-reducing material configured to reduce noise, vibration, and harshness within the junction formed between the peripheral channel 38 and the load floor 24. Material 88 may also include an adhesive, a mastic, an insulating tape, a fabric, a sealant, or a combination thereof. In one embodiment, material 88 may be a heat-expandable adhesive or mastic that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between the load floor 24 and the upper flange 78 and the lower edge 82. Material 88 may also be configured to form a structural bond between the load floor 24 and the upper flange 78 and the lower edge 82.The opening created between the top layer 50 and the curvature between. Petition 870220073510, dated 08 / 16 / 2022, pages 188 / 223 20 / 34 the upper vertical wall 74 and the upper flange 78 can be filled with a sealant 90.

[0051] As shown in Figure 7A, the rear cross sill 40 is shown joining a portion of the peripheral portion 39 of the load floor 24. Figure 8A represents a fragmented cross-sectional view of the rear cross sill 40 joining the peripheral portion 39 of the load floor 24. In Figures 7A and 8A, the rear cross sill 40 is formed from a set of metallic components. In other embodiments, the rear cross sill may be formed from a molded composite material including reinforcing fibers, such as continuous reinforcing fibers. The beam / bar 102 includes the lower edge 104. The beam 102 is welded to the rear cross sill 40 by means of top and bottom seam welds 110 and 112.

[0052] Insert 122 has a T-shaped cross-section. Insert 122 may be an extruded or formed plastic. In other embodiments, the insert may be formed from a metallic material. An adhesive may be used to fix the wall 123 of insert 122 to the rear cross sill 40. The terminal end of wall 123 may be flush with the lower edge 104 to reinforce insert 122 against loads it may undergo. In other embodiments, insert 122 may be installed using mechanical fasteners.

[0053] As shown in Figures 8A, material 124 is disposed between insert 122 and load floor 24 and between lower edge 104 and load floor 24. Material 124 may consist of an NVH-reducing material configured to reduce noise, vibration, and harshness within the junction formed between the rear cross sill channel 48 and load floor 24. Material 124 may also include an adhesive, a mastic, an insulating tape, a fabric, a sealant, or a combination thereof. In one embodiment, material 124 may be a heat-expandable adhesive or mastic material that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between the load floor 24 and the Petition 870220073510, dated 08 / 16 / 2022, pp. 189 / 223 21 / 34 bottom edge 104 and insert 122. Material 124 can also be configured to form a structural link between load-bearing floor 24 and bottom edge 104 and insert 122.

[0054] As shown in Figure 7B, the rear cross sill 40 is shown joining a portion of the peripheral portion 39 of the load floor 24. Figure 8B represents a fragmented cross-sectional view of the rear cross sill 40 joining the peripheral portion 39 of the load floor 24. In Figures 7B and 8B, the rear cross sill 40 is formed from a set of metallic components. In other embodiments, the rear cross sill may be formed from a molded composite material including reinforcing fibers, such as continuous reinforcing fibers. The beam 102 includes the lower edge 104. The beam 102 is welded to the rear cross sill 40 by means of top and bottom seam welds 110 and 112.

[0055] As shown in Figure 7B, beam 102 extends the length of the rear transverse sill 40. In another embodiment, as shown in Figure 7D, the rear transverse sill includes three spaced beam portions 114, 116, and 118. In other embodiments, there may be more than three spaced supports. This spaced configuration may also be used for the left inner side panel channel 42, right inner side panel channel 44, and / or head channel 46.

[0056] As shown in Figures 7B and 8B, the load floor 24 is loaded on the lower edge 104. The depth of the lower edge 104 of the vertical wall 108 can be configured to distribute cargo compartment loads from the cargo compartment 14 over a relatively large area. The depth of the lower edge 104 can be any of the following values ​​or be in a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters. The finishing piece 120 can be welded in place or installed after the load-bearing floor 24 is loaded onto the beam 102. The finishing piece 120 can be welded to the rear cross sill 40 through Petition 870220073510, dated 08 / 16 / 2022, pages 190 / 223 22 / 34 top and bottom seam welds 106 and 108. The finishing piece 120 is made of metal. In other embodiments, the finishing piece may be an extruded or formed plastic.

[0057] As shown in Figures 8B, material 124 is disposed between the trim piece 120 and the load floor 24 and between the lower edge 104 and the load floor 24. Material 124 may consist of an NVH-reducing material configured to reduce noise, vibration and harshness within the junction formed between the rear cross sill channel 48 and the load floor 24. Material 124 may also include an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof. In one embodiment, material 124 may be a heat-expandable adhesive or mastic material that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between the load-bearing floor 24 and the bottom edge 104 and the trim piece 120. Material 124 may also be configured to form a structural bond between the load-bearing floor 24 and the bottom edge 104 and the trim piece 120.

[0058] As shown in Figure 7C, the rear cross sill 40 is shown joining a portion of the peripheral portion 39 of the load floor 24. Figure 8C represents a fragmented cross-sectional view of the rear cross sill 40 joining the peripheral portion 39 of the load floor 24. In Figures 7C and 8C, the rear cross sill 40 is formed from a set of metallic components. In other embodiments, the rear cross sill may be formed from a molded composite material including reinforcing fibers, such as continuous reinforcing fibers. Support 126 includes the lower edge 104 and the vertical wall 130. Support 126 is reinforced by reinforcement 132. Support 126 is welded to the rear transverse sill 40 by means of upper and lower seam welds 134 and 136. As shown in Figure 7C, support 126 includes three spaced support portions 138, 140, and 142. In other embodiments, there may be more than three spaced supports. In another Petition 870220073510, dated 08 / 16 / 2022, pages 191 / 223 23 / 34 implementation, support 126 extends the length of the rear transverse sill 40.

[0059] As shown in Figures 7C and 8C, the load floor 24 is loaded on the lower edge 104. The depth of the lower edge 104 of the vertical wall 108 can be configured to distribute cargo compartment loads from the cargo compartment 14 over a relatively large area. The depth of the lower edge 104 can be any of the following values ​​or be in a range of any two of the following values: 1, 2, 3, 4, 5, 10, 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, 75, 80, 85, 90, 95 and 100 millimeters. The trim piece 120 can be welded in place or installed after the load floor 24 is loaded onto the support 126. The trim piece 120 can be welded to the rear cross sill 40 by means of top and bottom seam welds 106 and 108. The trim piece 120 can also be an integral feature of the rear sill by means of molding, assembly with fasteners or welding.

[0060] As shown in Figures 8C, material 124 is disposed between the trim piece 120 and the load floor 24 and between the lower edge 104 and the load floor 24. Material 124 may consist of an NVH-reducing material configured to reduce noise, vibration and harshness within the junction formed between the rear cross sill channel 48 and the load floor 24. Material 124 may also include an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof. In one embodiment, material 124 may be a heat-expandable adhesive or mastic material that can be applied in an uncured form and then expand through the application of heat to occupy the entire volume between the load-bearing floor 24 and the bottom edge 104 and the trim piece 120. Material 124 may also be configured to form a structural bond between the load-bearing floor 24 and the bottom edge 104 and the trim piece 120.

[0061] In another embodiment, the finishing piece 120 is not used and the top covering 50 is mounted flush (for example, on the same Petition 870220073510, dated 08 / 16 / 2022, pages 192 / 223 24 / 34 elevation) or lowered (e.g., at a lower elevation) with the upper portion of the rear transverse sill 40 and optionally finished with a sealant.

[0062] In another embodiment, the load floor 24 is mounted on top of the rear transverse sill 40 and a separate trim piece wraps around the perimeter portion 39 along its rear edge.

[0063] The embodiments shown may also include geometry for channeling water away from the interior of the truck bed to the exterior of the truck bed. In addition to the rear cross sill, other cross elements may be included to facilitate the mounting and / or support of the floor.

[0064] Figure 9 is an exploded perspective view of sandwich structure 800 configured for use as a cargo floor of a pickup truck cargo compartment. Sandwich structure 800 includes top liner 802, bottom liner 804, and core 806 extending between them. As shown in Figure 9, top liner 802 and bottom liner 804 are illustrated as a number of laminated layers of thermoplastic composite tape reinforced with continuous unidirectional fiber strands, such as glass, carbon fiber, or a combination thereof. Top liner 802 is formed by eight (8) laminated layers 808A to 808H. Bottom liner 804 is formed by four (4) laminated layers 810A to 810D. In one embodiment, each layer orients the unidirectional fibers in one direction so that the assembled layers (e.g., the laminate) provide strength in two or more directions.Non-limiting factors, such as the amount of fibers within the layers, the thickness of the layers, the orientation of the layers, the number of layers and / or the total thickness of the laminate, strongly influence the strength, stiffness and / or impact properties of the laminated coatings and the sandwich structure. The top coating 802 and the bottom coating 804 can be produced from stitched or braided fabrics. Petition 870220073510, dated 08 / 16 / 2022, pages 193 / 223 25 / 34 which can incorporate various directions of reinforcing fibers within the same layer or between separate layers. Multiple layers of different constructions and fibers can be combined to create a variety of different top and bottom coatings and sandwich structures. Other materials that can be produced in sheet form, such as steel, aluminum and their alloys, can be used as material for top and bottom coatings.

[0065] As shown in Figure 9, the 806 core of the 800 sandwich structure is illustrated as a honeycomb-shaped arrangement, resulting in one of the most weight-efficient designs for a core while maintaining the necessary strength. The 806 core is configured to maintain a constant distance between the upper and lower liners 802 and 804 during use as part of a truck bed. In one or more embodiments, the core material may include a syntactic foam, in which a resin is filled with low-density fillers, or an expanded foam. The core material may also be pipes assembled in a honeycomb-type arrangement, metal stamping, plastic molds, and / or extruded or rolled profiles that maintain the separation between the upper and lower liners. The core may also be a honeycomb structure produced from paper, metal, resin-impregnated fiber mats, and plastics.

[0066] The sandwich structure of a pickup truck cargo compartment can be subjected to a wide range of temperatures during use. This temperature range can be an important criterion in selecting the materials (e.g., resins) used for the composite linings, the core material, and any adhesives applied to bond the composite linings to the core material. The lower end of the temperature range can extend to -20, -30, -40, -50, and -60°C, while the upper end of the temperature range can extend to 50, 60, 70, 80, 90, and 100°C. The presence of continuous reinforcing fiber strands within an impregnating matrix resin of the composite layers contributes significantly to their Petition 870220073510, dated 08 / 16 / 2022, pages 194 / 223 26 / 34 mechanical properties across the entire temperature range of the pickup truck's cargo compartment, thus increasing the coatings' resistance to impact while simultaneously allowing the coatings to withstand permanent deformation under load as extreme temperatures are reached throughout the day under exposure to different climates. Core materials using resins (e.g., plastics) may typically include fillers / fillers and / or additives and may include staple fibers. However, more economical production methods for producing a honeycomb core may not be easily adaptable to the inclusion of reinforcing fibers.In certain cases, a resin is selected for the core that meets the structural demands of the application across the entire temperature range of the pickup truck's cargo compartment while resisting permanent deformation at higher temperatures within the range without the need to incorporate reinforcing fibers.

[0067] Heat deflection temperature (HDT) (also known as Deflection Temperature Under Load (DTUL)) measures the temperature at which a sample of plastic material deflects under constant load. Standards governing this measurement include ASTM D648 and ISO 75, each of which includes methodologies for testing at stress levels of 0.45 MPa and 1.8 MPa. For plastic or resin-based core materials, in one or more embodiments, a material is selected with a minimum HDT when measured at 0.45 MPa and 1.8 MPa in some cases when exceeding the upper temperature range for the load compartment, such as 50, 60, 70, 80, 90 and 100°C.

[0068] Coatings 802 and 804 can be bonded to core 806 using a continuous or discontinuous process. An adhesive layer can be applied between each coating 802 and 804 and core 806, and the adhesive assemblies during the bonding process form a structural bond. The adhesive can be a thermoplastic material, a thermosetting material, or a combination thereof. The adhesive can be activated by raising the adhesive temperature. Petition 870220073510, dated 08 / 16 / 2022, pp. 195 / 223 27 / 34 above a predetermined activation temperature. Alternatively, other curing mechanisms may also be involved, such as moisture curing, UV curing, etc. A thermoplastic-based adhesive may soften at an application temperature well above its HDT or glass transition temperature and become tacky to itself and its contact surfaces. Cooling the thermoplastic-based adhesive below its HDT or glass transition temperature forms a structural bond between the components. A thermoset-based adhesive may initially be tacky at some application temperature and subjected to elevated temperature to induce rapid curing at an activation temperature. A reactive hot-melt adhesive may involve high-temperature application to melt the adhesive followed by cooling, similar to a thermoplastic adhesive, with the addition of a reactive moisture-curing phase to develop additional strength.In one or more embodiments, the application temperature and activation temperatures are below the HDT of the corresponding component. For example, an application or activation temperature above the HDT of the core material may result in core collapse when pressure is applied during the bonding process. Furthermore, the HDT of the adhesive must be compatible with the upper operating temperature of the load compartment.

[0069] In an embodiment in which coatings 802 and 804 and core 806 are both produced from a compatible thermoplastic resin, coatings 802 and 804 can be heat-bonded to core 806 by properly melting each coating 802 and 804 to promote a bond with core 806 without adhesives. The core contact surfaces may also require the application of heat to create a molten resin layer to match that of the coatings. Bonding of coatings 802 and 804 to core 806 can be performed as a lamination process and can be carried out continuously, resulting in very favorable economics. Such a continuous lamination process can use a double-belt laminator. Petition 870220073510, dated 08 / 16 / 2022, pp. 196 / 223 28 / 34 (press). Bonding can also occur in a single step or in a batch process. In both cases, a pressure, temperature, and time profile is applied to control, in part, the heat-affected zone of the core during bonding to minimize any crushing and loss of the core that may occur.

[0070] As shown in Figure 9, the top coating 802 includes eight (8) layers 808A to 808H and the bottom coating 804 includes four (4) layers 810A to 810D. Layers 808A to 808H are joined in a lamination process to form the top coating 802. Layers 810A to 810D are joined in a lamination process to form the bottom coating 804. The number of layers used in a top coating can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 15, 20, 25, and 30. The number of layers used in a bottom coating can be any of the following values ​​or be within a range of any two of the following values: 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 15, 20, 25, and 30.In one embodiment, the top and bottom coatings comprise layers of a thermoplastic resin matrix reinforced with continuous glass fiber strands, each layer oriented in a direction tailored to maximize performance. As depicted in one embodiment, the fiber orientation in each layer of the top coating from the topmost layer to the bottommost layer alternates between approximately 0 degrees and 90 degrees. The fiber orientation in each layer of the bottom coating from the bottommost layer to the topmost layer may alternate between 0 degrees and 90 degrees. The top and bottom coatings may also be assembled from other configurations, such as a near-isotropic arrangement, where the reinforcing fibers are oriented relative to each other at 0 degrees, 90 degrees, and + / - 45 degrees.When assembled from sheets (organosheets) produced from woven textile fabrics, the number of layers for a nearly isotropic arrangement can be achieved with a single layer / layer. The weight fraction of fibers in the material. Petition 870220073510, dated 08 / 16 / 2022, pages 197 / 223 29 / 34 composite can be approximately any of the following values ​​or be in a range of any two of the following values: 40%, 45%, 50%, 55%, 60%, 65%, 70%, 75%, and 80%.

[0071] Each layer 808A to 808H of the top coating 802 has a thickness of 0.25 mm. Therefore, the total thickness of the top coating 802 is 2 mm. The thickness of each layer of the top coating can be any of the following values ​​or be in a range of any two of the following values: 0.1, 0.2, 0.3, 0.4, 0.5, 1, 2, 3, 4, 5, and 6 mm. Each layer of the top coating can have the same thickness or varying thickness. The top coating, applied to a cargo floor of a pickup truck cargo compartment, is subject to strong direct impact from the cargo load. The top coating can be thicker than the bottom coating, which is not exposed to such extreme impact conditions. The total thickness of the top coating can be any of the following values ​​or be within a range of any two of the following values: 0.5, 1, 1.5, 2, 2.5, 3, 3.5, 4, 5, 6, 7, 8, 9 and 0 millimeters.Each layer 810A to 810D of the 804 undercoat has a thickness of 0.25 mm. Therefore, the total thickness of the 804 undercoat is 1 mm. The thickness of each layer of the undercoat can be any of the following values ​​or be within a range of any two of the following values: 0.1, 0.2, 0.3, 0.4, 0.5, 1.2, 3, 4, 5, and 6 mm. Each layer of the undercoat can have the same thickness or varying thickness. The total thickness of the undercoat can be any of the following values ​​or be within a range of any two of the following values: 0.5, 1, 1.5, 2, 2.5, 3, 3.5, 4, 5, 6, 7, 8, 9, and 10 mm. The thickness ratio of the top coating to the bottom coating can be any of the following values ​​or be within a range of any two of the following values: 0.5:1, 1:1, 1.5:1, 2:1, 2.5:1 and 3:1.

[0072] Core 806 may have a honeycomb or honeycomb-like structure. Core 806 may be formed from a resin material compatible with the Petition 870220073510, dated 08 / 16 / 2022, pp. 198 / 223 30 / 34 thermal bonding to the top and bottom coatings 802 and 804 to avoid the cost of adhesive layers.

[0073] The top coating 802 may include a protective and / or cosmetic surface layer applied to the outer surface of the outermost layer of the top coating 802 to protect it against ultraviolet (UV) exposure, chemical exposure, abrasion, impact and / or to provide a uniform and aesthetic appearance. The coefficient of friction of the surface of the top coating 802 may also be adapted by such a protective and / or cosmetic surface layer to control the sliding of the load across the load floor. The protective and / or cosmetic layer may be a bed liner spray, paint, film and / or fitted bed liner in special colors and textures.

[0074] Figure 10A is a partial cross-sectional perspective view of a sandwich structure of technique 1000 including reinforcement structure 1002 and fastener 1004 configured to join the sandwich structure 1000 to component 1006. The sandwich structure 1000 includes top jacket 1008, bottom jacket 1010 and core 1012 extending between them. A region surrounding fastener 1004, which includes honeycomb core cells 1012, has reinforcement structure 1002. The reinforcement structure 1002 is formed by filling the honeycomb cells with a potting compound or resin that is cured to create a solid zone configured to support a fastening load from fastener 1004 and any eccentric loads supported by the junction formed between the sandwich structure 1000 and component 1006 through fastener 1004.As shown in Figure 10A, fastener 1004 is a pan head screw configured to join sandwich frame 1000 and component 1006 through the opening 1015 formed in the reinforcement frame 1002 (and openings (not shown) formed through the top cover 1008, bottom cover 1010 and component 1006) by tightening the nut 1014 onto the screw threads 1016 of fastener 1004. The washer 1018 may be integrated into the pan head of fastener 1004. The washer 1020. Petition 870220073510, dated 08 / 16 / 2022, pp. 199 / 223 31 / 34 can be integrated with nut 1014. Washers 1018 and / or 1020 can be configured to support and distribute the loads experienced by the joint. Component 1006 can be a portion of a pickup truck cargo compartment frame.

[0075] Figure 10B is a partial cross-sectional perspective view of a sandwich structure of technique 1022 including reinforcing structure 1024 configured to join the sandwich structure 1022 to component 1028. The sandwich structure 1022 includes top shell 1030, bottom shell 1032 and core 1034 extending between them. A region of the sandwich structure 1022 is removed to accommodate the reinforcing structure 1024, which is formed by a solid insert. The reinforcing structure 1024 may be formed of an aluminum alloy or other metallic material. The reinforcing structure 1024 is adhesively bonded within the removed region of the sandwich structure 1022. The reinforcing structure 1024 is configured to support a clamping load from the fastener 1026 and any eccentric loads supported by the junction formed between the sandwich structure 1022 and component 1028 through the fastener 1026.As shown in Figure 10B, fastener 1026 is a pan-head bolt configured to join sandwich panel 1022 and component 1028 through the opening 1037 formed in the reinforcement frame 1024 (and openings (not shown) formed through the top cover 1030, bottom cover 1032 and component 1028) by tightening nut 1036 onto the threads of bolt 1038 of fastener 1026. Washer 1040 may be integrated into the pan-head of fastener 1026. Washer 1042 may be integrated into nut 1036. Washers 1040 and / or 1042 may be configured to support and distribute the loads experienced by the joint. Component 1028 may be a portion of a pickup truck cargo compartment frame.

[0076] Figure 10C is a partial cross-sectional perspective view of a sandwich structure of technique 1044 including reinforcing structure 1046 configured to join the sandwich structure 1044 to component 1050. A Petition 870220073510, dated 08 / 16 / 2022, pp. 200 / 223 The 32 / 34 sandwich structure 1044 includes top shell 1052, bottom shell 1054, and core 1056 extending between them. A region of the sandwich structure 1044 is removed to accommodate the reinforcing structure 1046, which is formed by a hollow insert. The reinforcing structure 1046 may be formed of steel or other metallic material. The outer surface of the reinforcing structure 1046 is adhesively bonded within the removed region of the sandwich structure 1044. The reinforcing structure 1046 is configured to support a fastening load from the fastener 1048 and any eccentric loads supported by the junction formed between the sandwich structure 1044 and component 1050 through the fastener 1048.As shown in Figure 10C, fastener 1048 is a pan-head screw configured to join sandwich panel 1044 and component 1050 through the opening 1059 formed in the reinforcement structure 1046 (and openings 1068 and 1070 formed through the upper sheath 1052 and component 1050, respectively, and an opening (not shown) formed through the lower sheath 1054) by tightening nut 1058 onto the screw threads 1060 of fastener 1048. Washer 1062 may be integrated into the pan-head of fastener 1048. Washer 1064 may be integrated into nut 1058. Washers 1062 and 1064 may be configured to support and distribute the loads experienced by the joint. Spacer 1066 can be configured to support and distribute the loads experienced by the joint, including reinforcing structure 1046. Component 1050 can be a portion of a pickup truck cargo compartment frame.

[0077] As can be seen in Figures 10A, 10B and 10C, the reinforcing structures 1002, 1024 and 1046 require installation prior to a lamination process that joins the liners 1008 and 1010, liners 1030 and 1032 and liners 1052 and 1054, respectively, to the core 1012, 1034 and 1056, respectively. Installation requires precise location of the potting compound or inserts of the reinforcing structures 1002, 1024 and 1046 so that the openings 1015, 1037 and 1059, respectively, can be Petition 870220073510, dated 08 / 16 / 2022, pp. 201 / 223 33 / 34 subsequently drilled in the exact locations after coatings 1008 and 1010, coatings 1030 and 1032, and coatings 1052 and 1054, respectively, have been applied, and may impede a continuous and automated manufacturing process. Even if such installations are managed after coating lamination, extensive cost, weight, and complexity are added. Significant time may also be required to facilitate the curing of the potting compound or resin used to bond the inserts to the sandwich structure.

[0078] In one or more embodiments, the assembly approach of joining the load-bearing floor to the inner side wall panels and, optionally, the head and / or rear cross sill eliminates the need to integrate complex and expensive fastening methods into the sandwich structure and eliminates the need to finish the exposed honeycomb panel edges, thus providing significant weight and space savings as well as performance improvements. The core of the peripheral portion of the load-bearing floor can extend uninterrupted without the use of any fasteners. The core can be formed by a regular repeating structure. The core of the peripheral portion of the load-bearing floor maintains the regular repeating structure by virtue of not using fasteners in the peripheral portion.

[0079] In one embodiment of this disclosure, a peripheral portion of the load floor made from a sandwich structure is supported by channels formed in the left and right inner side panels and, optionally, in the head and rear cross sill that join the peripheral portion without the need for bolted or fixed joints (although such bolted or fixed joints may additionally be used to secure components such as rails, side walls and / or tiebacks) across the load floor to support a substantial amount of any eccentric loads supported by the joint. The sandwich structure may optionally have one or more fastening elements that join the structure in Petition 870220073510, dated 08 / 16 / 2022, pp. 202 / 223 34 / 34 sandwich panel to one or more components of a pickup truck cargo compartment subassembly. In one or more embodiments, the linings can be laminated in line with the core production in a continuous process, thus obtaining sufficient economic advantage to justify the commercial use of a sandwich panel.

[0080] Although exemplary embodiments are described above, these embodiments are not intended to describe all possible forms covered by the claims. The words used in the descriptive report are words of description and not of limitation, and it is understood that various alterations may be made without departing from the spirit and scope of the disclosure. As described above, the features of various embodiments may be combined to form other embodiments of the invention that may not be explicitly described or illustrated.Although various embodiments may have been described as having advantages or being preferable to other embodiments or implementations of the technique with respect to one or more desired characteristics, those skilled in the art recognize that one or more characteristics or features may be compromised in order to achieve the desired overall attributes of the system, which depend on the specific application and implementation. These attributes may include, but are not limited to, cost, strength, durability, life-cycle cost, marketability, appearance, packaging, size, maintainability, weight, manufacturing, ease of assembly, etc. As such, to the extent that any embodiments are described as less desirable than other embodiments or implementations of the technique with respect to one or more characteristics, these embodiments are not outside the scope of disclosure and may be desirable for particular applications. Petition 870220073510, dated 08 / 16 / 2022, pp. 203 / 223

Claims

1 / 5 Claims 1. PICKUP TRUCK CARGO COMPARTMENT SUBASSEMBLY characterized by comprising: a cargo floor (24) comprising a sandwich structure (800) with an upper lining (802), a lower lining (804) and a core (806) extending between them, the upper lining (802) being formed of a composite material including continuous reinforcing fibers; a left inner side panel (16) having a left inner side panel joining channel (42) extending horizontally along at least a portion of a length of the left inner side panel (16); a right inner side panel (18) having a right inner side panel joining channel (44) extending horizontally along at least a portion of a length of the right inner side panel (18); a headboard (20);and a rear transverse sill (40), the joining channels of the left and right inner side panels (42, 44) joining a peripheral portion (39) of the cargo floor (24).; 2. SUBASSEMBLY, according to claim 1, characterized in that the headboard (20) includes a headboard joining surface (46) molded or stamped into the headboard.

3. SUBASSEMBLY, according to claim 1, characterized in that the rear cross sill (40) includes a rear cross sill joining surface (48).

4. SUBASSEMBLY, according to claim 1, characterized in that the channels of the left and right inner side panels (42, 44) are molded or stamped into the left and right inner side panels (16, 18), respectively.

5. SUBASSEMBLY, according to claim 1, characterized by the channel of the left inner side panel (42) including a left upper flange Petition 870240065593, dated 02 / 08 / 2024, page 14 / 24 2 / 5 (78) and a left lower flange (82), and by the channel of the right inner side panel (44) including a right upper flange (78) and a right lower flange (82).

6. SUBASSEMBLY, according to claim 5, characterized by the left inner side panel channel (42) including a left end wall (80), and the right inner side panel channel (44) including a right end wall (80).

7. SUBASSEMBLY, according to claim 1, characterized in that the channels of the left and right inner side panels (42, 44), the headboard (20), the rear transverse sill (40) and the load floor (24) are configured to create a mechanical interlocking structure.

8. SUBASSEMBLY, according to claim 6, characterized in that a material is situated between the sandwich structure (800) and the left upper flange (78), lower edge (82) and / or end wall (80), and in that the material is situated between the sandwich structure (800) and the right upper flange (78), lower edge (82) and / or end wall (80), the material being a noise, vibration and harshness (NVH) reducing material, an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof.

9. SUBASSEMBLY, according to claim 8, characterized in that the material is the adhesive, the adhesive configured to form a structural bond between the sandwich structure and the left upper flange (78), lower edge (82) and / or end wall (80) and between the sandwich structure and the right upper flange (78), lower edge (82) and / or end wall (80).

10. SUBASSEMBLY, according to claim 1, characterized in that each of the joining channels of the left and right inner side panels (42, 44) includes first and second joining channel portions spaced apart from each other.

11. SUBASSEMBLY, according to claim 1, characterized in that each of the upper and lower coatings (802, 804) is composed of a plurality of layers (808A, 810A) joined together by means of a lamination process to create each of the upper and lower coatings. Petition 870240065593, dated 02 / 08 / 2024, page 15 / 24 3 / 5 12. SUBASSEMBLY, according to claim 1, characterized in that the upper coating (802) is thicker than the lower coating (804).

13. SUBASSEMBLY, according to claim 1, characterized in that the top coating (802) has a protective surface layer.

14. SUBASSEMBLY, according to claim 1, characterized in that the left and right inner side panels (16, 18) include left and right wheel wells (34, 36) and the load floor (24) is configured to enclose the left and right wheel wells (34, 36).

15. SUBASSEMBLY, according to claim 1, characterized by the core (806) of the peripheral portion (39) of the load floor (24) extending uninterruptedly.

16. SUBASSEMBLY, according to claim 1, characterized in that the core (806) is formed by a regular repeating structure and the core (806) of the peripheral portion (39) of the load floor (24) maintains the regular repeating structure.

17. SUBASSEMBLY, according to claim 1, characterized by further comprising a front transverse sill (4).

18. SUBASSEMBLY, according to claim 17, characterized in that the front and rear transverse sills (4, 40) are fixed to a vehicle frame (2).

19. SUBASSEMBLY, according to claim 18, characterized in that the subassembly (14) is configured to be mechanically fastened to a vehicle frame (2) by means of one or more fastening elements inserted below the load floor (24).

20. SUBASSEMBLY, according to claim 17, characterized in that a material is situated between the front transverse sill (4) and the sandwich structure (800), the material being a noise, vibration and harshness (NVH) reducing material, an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof. Petition 870240065593, dated 02 / 08 / 2024, page 16 / 24 4 / 5 21. SUBASSEMBLY, according to claim 17, characterized by further comprising a central transverse sill (6) positioned between the front and rear transverse sills (4, 40) fixed to a vehicle frame (2) and configured to support the sandwich structure (800).

22. SUBASSEMBLY, according to claim 21, characterized in that a material is situated between the central transverse sill (6) and the sandwich structure (800), the material being a noise, vibration and harshness (NVH) reducing material, an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof.

23. SUBASSEMBLY, according to claim 22, characterized in that the material is the adhesive, the adhesive being configured to form a structural bond between the central transverse sill (6) and the sandwich structure (800).

24. SUBASSEMBLY, according to claim 17, characterized in that the head (20) is mechanically fixed and / or adhesively bonded to the front transverse sill (4).

25. SUBASSEMBLY, according to claim 17, characterized by the left inner side panel (16) being mechanically fixed and / or adhesively bonded to the front transverse sill (4), and the right inner side panel (18) being mechanically fixed and / or adhesively bonded to the front transverse sill (4).

26. PICKUP TRUCK CARGO COMPARTMENT SUBASSEMBLY characterized by comprising: a cargo floor (24) composed of a sandwich structure (800); left and right inner side panels (16, 18), each connected to the cargo floor (24); a headboard (20); and one or more sills (4, 6, 40) configured to mechanically attach to a vehicle frame (2) by means of one or more fastening elements configured not to pass through the cargo floor (24). Petition 870240065593, dated 02 / 08 / 2024, page 17 / 24 5 / 5 27. SUBASSEMBLY, according to claim 26, characterized in that the left and right inner side panels (16, 18) include channels of the left and right inner side panels (42, 44), respectively.

28. SUBASSEMBLY, according to claim 26, characterized in that a material is situated between one or more sills (4, 6, 40) and the sandwich structure (800), the material being a noise, vibration and harshness (NVH) reducing material, an adhesive, a mastic, an insulating tape, a fabric, a sealant or a combination thereof.

29. SUBASSEMBLY, according to claim 26, characterized in that the sandwich structure (800) is composed of an upper shell (802), a lower shell (804) and a core (806) extending between them and in that the core (806) is based on a resin having a heat deflection temperature (HDT) of 50°C or higher at a stress level of 0.45 MPa.

30. SUBASSEMBLY according to claim 1, characterized in that the core (806) is based on a resin having a heat deflection temperature (HDT) of 50°C or higher at a stress level of 0.45 MPa.

31. SUBASSEMBLY, according to claim 30, characterized in that the core (806) is thermally bonded to the upper and / or lower covers (802, 804) without using an adhesive.

32. SUBASSEMBLY, according to claim 30, characterized in that the core (806) is connected to the upper and / or lower covers (802, 804) using an adhesive.

33. SUBASSEMBLY, according to claim 32, characterized by the adhesive having a hardness-temperature (HDT) of 50°C or higher at a stress level of 0.45 MPa and an application and / or activation temperature lower than the HDT of the core (806). Petition 870240065593, dated 02 / 08 / 2024, p. 18 / 24

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