Closure system for a motor vehicle having a cargo box

Abstract

The present invention relates to a closing system for a motor vehicle having a cargo compartment, the closing system comprising a closing panel having a plurality of slats, the closing panel being movable between an extended position and a retracted position, wherein each pair of adjacent slats in the slats are pivotally connected to each other by a hinge unit for pivotal movement of the adjacent slats about a hinge axis. A first guide rail unit and a second guide rail unit are configured to be mounted to one side of the cargo compartment to extend adjacent to opposite side edge portions of the closing panel. A plurality of roller units, each having a first roller and a second roller, are supported along opposite side edge portions of the covering panel for rolling movement along the first guide rail unit and the second guide rail unit, wherein each roller unit rolls about a roller axis coaxially aligned with one of the hinge axes.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Application Serial No. 63 / 231,892, filed on August 11, 2021, the entire contents of which are incorporated herein by reference. Technical Field

[0003] The present disclosure generally relates to a power-operated closure system for moving a closure panel between a first position and a second position relative to a body portion of a motor vehicle. More particularly, the present disclosure relates to a power-operated closure system configured to move a multi-panel bed covering between a retracted position and a deployed position relative to a bed of a pick-up truck. Background Art

[0004] This section provides background information that is not necessarily prior art to the inventive concepts embodied in the present disclosure.

[0005] Continuous improvements in technology, driven by consumer demand for enhanced comfort and convenience features, have led to the development of advanced closure systems for integration into motor vehicles. For example, some vehicles, such as pick-up trucks, are now equipped with closure panels, commonly referred to as "bed" covers, which are configured to enclose a cargo bed. Many different types of bed covers, both "hard" and "soft," are currently available. Hard bed covers are typically hinged to the cargo bed adjacent the cab portion of a pick-up truck and are configured to pivot between an open position and a closed position. Alternatively, soft bed covers typically include a plurality of interconnected (i.e., hinged) panels that are configured to move between a retracted position that provides access to the cargo bed and an extended position that encloses the cargo bed. In the retracted position, the interconnected panels are stored in a folded or rolled-up configuration to provide a compact storage arrangement.

[0006] One of the improved convenience features mentioned above involves power-operated movement of the bed cover. However, such power-operated closure systems, particularly those involving soft bed covers, require the integration of additional structure and complexity into the cargo bed to accommodate the motor-driven power unit and the guide and sealing system for the retractable bed cover. In view of the foregoing, there is a recognized need to advance the technology and provide improved power-operated closure systems that address and overcome at least some of the known shortcomings associated with conventional bed cover arrangements. Summary of the Invention

[0007] This section provides an overall overview of various aspects, features, and structural embodiments provided or associated with one or more of the inventive concepts disclosed below in accordance with the present disclosure. However, this section is not intended to be a comprehensive and exhaustive summary and / or to limit the scope of interpretation and protection provided by the claims.

[0008] In one aspect, the present disclosure provides a power-operated closure system for moving a closure panel between a retracted position and a deployed position relative to a body portion of a motor vehicle.

[0009] In further limiting this aspect, the present disclosure provides a power-operated closure system having a motorized drive unit configured to move a multi-panel bed cover between a retracted position and a deployed position relative to a bed portion of a pick-up truck.

[0010] Additional aspects of the present disclosure are directed to providing a power-operated closure system having a guide and seal arrangement configured to work in conjunction with a removable multi-panel car body cover and which specifically includes a roller and track arrangement that provides an anti-squeak feature.

[0011] As another additional aspect of the present disclosure, a power-operated closure system includes a chain-type linkage arrangement for interconnecting a multi-panel vehicle bed covering with a motorized drive unit.

[0012] According to yet another aspect of the present disclosure, the power-operated closure system is further provided with a power-operated trim cover movable between an open position and a closed position relative to the electric drive unit.

[0013] The present disclosure also defines another aspect directed to providing a power-operated closure system having a cable management device operably disposed between the electric drive unit and the vehicle bed covering.

[0014] In accordance with these and other aspects, the closure system of the present disclosure is generally configured to include: a closure panel; a power-operated drive unit; a chain-link mechanism interconnecting the closure panel and the drive unit; a guide track mechanism; a roller mechanism supporting the closure panel for movement relative to the guide track mechanism and providing an anti-squeak feature; a track sealing mechanism interacting with the guide track mechanism and the roller mechanism to provide an anti-intrusion feature; a roll-up mechanism associated with the drive unit to provide a compact storage arrangement for the closure panel; a trim cover assembly having a movable trim cover and a power-operated actuator; and a control device for controlling actuation of the drive unit to move the closure panel between a retracted position and an extended position and for controlling actuation of the actuator to move the trim cover between a closed position and an open position.

[0015] According to the specific configuration mentioned above: the closing panel is a multi-panel car body covering having a plurality of slats pivotally connected to each other via a hinge unit and sealed via a slat sealing unit; the power-operated drive unit includes a storage box defining a rolling mechanism and a pair of laterally spaced electric motors; the chain linkage mechanism includes a pair of laterally spaced link units, each of the pair of laterally spaced link units having a first end connected to the rear end end of the car body covering and a second end arranged in the rolling mechanism; the guide rail mechanism includes a pair of laterally spaced guide rail units; the roller mechanism includes a plurality of double roller units, the plurality of double roller units being operably mounted to the car body The edge portion of the cover and the link unit and multiple double roller units are arranged in the guide rail unit; the rail sealing mechanism includes an upper rail sealing unit and a lower rail sealing unit, which are mounted to each of the laterally spaced guide rail units and the upper rail sealing unit and the lower rail sealing unit are used to provide sealing engagement with the double roller units during movement of the car cover; and the rolling mechanism includes a pair of laterally spaced rolling channels, which are formed in the storage box and are capable of receiving the double roller unit on the link unit and the car cover to provide compact storage of the car cover in the rolling channels.

[0016] According to another specific aspect of the present disclosure, a closing system for a motor vehicle having a cargo compartment is provided. The closing system includes a closing panel extending along opposite side edge portions between opposite end portions. The closing panel is movable between an extended position and a retracted position. The closing panel has a plurality of slats, wherein adjacent pairs of the slats are pivotally connected to each other by at least one hinge unit to facilitate relative pivotal movement between adjacent pairs of the slats about a hinge axis. The guide rail mechanism includes a driver-side guide rail unit and a passenger-side guide rail unit, the driver-side guide rail unit being configured to be mounted to the cargo compartment and extending adjacent to one of the opposite side edge portions of the closing panel, and the passenger-side guide rail unit being configured to be mounted to the cargo compartment and extending adjacent to the other of the opposite side edge portions of the closing panel. A plurality of roller units are provided, wherein each of the roller units comprises a shaft, at least one roller, and the at least one roller is supported by a roller support section of the shaft for rolling movement about a roller axis along the driver-side guide rail unit and along the passenger-side guide rail unit. The mounting section is coupled to at least one hinge unit, wherein the hinge axis and the roller axis are coaxially aligned.

[0017] According to another aspect, the driver-side guide rail unit and the passenger-side guide rail unit each include a first roller surface and a second roller surface. The first roller is configured for rolling engagement with the first roller surface and the second roller is configured for rolling engagement with the second roller surface.

[0018] According to another aspect, the first roller is spaced apart from the second roller surface and the second roller is spaced apart from the first roller surface, and therefore, the first roller is in rolling contact only with the first roller surface, thereby avoiding any resistance, slip, wear or friction losses with the second rolling surface, and the second roller is in rolling contact only with the second roller surface, thereby avoiding any resistance, slip, wear or friction losses with the first rolling surface.

[0019] According to another aspect, the first roller surface has a stepped portion that forms a gap between portions of the first roller surface covering the second roller, thereby avoiding contact between the first roller surface and the second roller.

[0020] According to another aspect, the first roller surface extends only along one side of the roller axis and the second roller surface extends only along a side of the roller axis diametrically opposite the first roller surface, wherein the first and second roller surfaces are planar and parallel to each other.

[0021] According to another aspect, the closing system further comprises a first power-operated drive unit and a storage box comprising a rolling mechanism, the first power-operated drive unit and the storage box being configured to be installed in a cargo compartment; a chain-link mechanism having a first portion connected to a closing panel and a second portion connected to the rolling mechanism; and a control system for controlling actuation of the first power-operated drive unit so as to move the closing panel between a retracted position within the rolling mechanism stored in the storage box and an expanded position enclosing the cargo compartment.

[0022] According to another aspect, the roll-up mechanism includes a coiled roll-up channel formed in an end panel of the storage bin and adapted to receive the chain linkage and the closure panel therein when the closure panel is moved to its retracted position.

[0023] According to another aspect, the closure system further comprises a cable management device including a cable connecting the closure panel and the chain linkage to the roll-up channel and a cable guiding unit connected to adjacent pairs of the axes of the roller unit.

[0024] According to another aspect, the closure system further includes a trim cover configured to be mounted to the cargo bed over the storage box in covering relationship and over a portion of the closure panel, wherein the trim cover is configured to move between a closed position and an open position.

[0025] According to another aspect, the closing system further comprises a second power-operated drive unit interconnected with the trim cover, wherein the control system controls and coordinates actuation of the first power-operated drive unit and the second power-operated drive unit to coordinate precise movement of the closing panel between its retracted position and deployed position and movement of the trim cover between its open position and closed position.

[0026] According to another aspect, the first power-operated drive unit and the second power-operated drive unit are mounted in a storage box and, therefore, are kept out of direct view and protected from inadvertent exposure to damage.

[0027] According to another aspect, the first power-operated drive unit includes a transmission mechanism configured to drive the toothed wheel in first and second opposite rotational directions. The toothed wheel has toothed teeth sized to receive a shaft of the roller unit therebetween, such that rotation of the toothed wheel in a first direction drives the roller unit in a first direction, which in turn causes the closure panel to move toward the retracted position, and such that rotation of the toothed wheel in a second direction drives the roller unit in a second direction, which in turn causes the closure panel to move toward the deployed position.

[0028] According to another aspect, the closure system further comprises a plurality of slat sealing units, individual ones of the slat sealing units extending between adjacent pairs of the slats to provide a continuous sealing interface between the adjacent pairs of the slats, thereby preventing fluid intrusion into the cargo compartment when the closure panel is in the deployed position.

[0029] According to another aspect, each of the plurality of slat sealing units includes a first retaining section configured to attach to one of the adjacent pairs of slats and a second retaining section configured to attach to the other of the adjacent pairs of slats. A first sealing section is connected to the first retaining section, a second sealing section is connected to the second retaining section, and a flexible annular web section extends between the first and second sealing sections. The web section allows the first and second sealing sections to move laterally toward and away from each other during movement of the cover panel between the deployed and retracted positions.

[0030] According to another aspect, the first and second sealing sections each have a tubular wall extending in a length direction between the opposing driver-side and passenger-side guide rail units.

[0031] According to another aspect, the closure system further comprises a track seal arranged to provide a sealing engagement with the driver side guide track unit and the passenger side guide track unit to seal the driver side guide track unit and the passenger side guide track unit to retain the first roller and the second roller in a sealed environment.

[0032] According to another aspect, a track seal assembly includes a pair of upper track seal units extending longitudinally along the length of the driver-side guide rail unit and the passenger-side guide rail unit, and a pair of lower track seal units extending longitudinally along the length of the driver-side guide rail unit and the passenger-side guide rail unit. Each of the upper track seal units has a slat sealing lip and a track sealing lip. The slat sealing lip extends over and resiliently engages the outer surfaces of the plurality of slats to provide an external sealing function relative to the cover panel when the cover panel is in the deployed position. Each of the lower track seal units has a flap sealing lip including a tip end biased into sealing engagement with the track sealing lip of the upper track seal unit.

[0033] According to another aspect, the track sealing lip is configured to engage and pass over the shafts of the plurality of roller units.

[0034] According to another aspect, each of the lower rail sealing units has a locator flange extending in a direction opposite the apron sealing lip to a terminal tip portion configured to engage an outer wall surface within the interior storage space of the cargo bed.

[0035] According to another aspect, a chain linkage mechanism includes a first link unit, a second link unit, and a plurality of cross members interconnecting the first link unit and the second link unit. Each of the first link unit and the second link unit includes a first portion pivotally fixed to a rear end section of the cover panel and a second portion operatively connected to a rolling mechanism.

[0036] These and other aspects and areas of applicability will become apparent from the description provided herein. The description, nomenclature used, and specific examples in this disclosure are intended for illustrative purposes only and are not intended to limit the scope of this disclosure. The accompanying drawings with detailed description are described below. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] The drawings described herein are for illustrative purposes only of selected non-limiting embodiments and not all possible or contemplated implementations of the present disclosure, and are not intended to limit the scope of protection to which the present disclosure is entitled and to which it is entitled. With this in mind, the drawings include:

[0038] Figure 1There is illustrated a motor vehicle equipped with a power-operated closure system constructed in accordance with the teachings of the present disclosure and including a multi-panel bed cover shown in a deployed position for enclosing a cargo bed and a trim cover shown in a closed position;

[0039] Figure 2 Roughly similar to Figure 1 , but now showing the multi-panel cabin cover in a partially retracted position, wherein the trim cover remains in its closed position;

[0040] Figure 3 is another isometric view of a motor vehicle with the trim cover removed for greater clarity, the isometric view showing the multi-panel bed cover in a fully retracted position and stored using the storage compartment of the electric drive unit associated with the power-operated closure system of the present disclosure;

[0041] Figure 4 The motor vehicle is illustrated with the trim cover in its closed position and with the multi-panel cabin cover fully retracted into the electric drive unit;

[0042] Figure 5 A motor vehicle is illustrated with the trim cover moved to an open position and the multi-panel cabin cover fully retracted into the storage compartment of the electric drive unit;

[0043] Figure 6 is a schematic side elevational view of a motor vehicle generally illustrating the position of a motorized drive unit, a trim cover, and one of a pair of guide track units configured to guide movement of a multi-panel bed cover relative to a cargo bed;

[0044] Figure 7 is similar to Figure 6 another schematic side view of , but now showing the trim cover in its open position to provide increased storage space within the cargo bed;

[0045] Figure 8 is a schematic side view of a multi-panel car bed cover equipped with a plurality of dual roller units configured to interact with a guide rail unit to provide an anti-squeak feature;

[0046] Figure 9 is a perspective view of one roller unit of a dual roller unit constructed in accordance with one non-limiting embodiment of the present disclosure;

[0047] Figure 10 and Figure 10Ais an exploded perspective view showing a double roller unit associated with a pair of adjacent slats of a multi-panel vehicle bed covering, wherein the adjacent slats are interconnected via a hinge unit and sealed via a slat sealing unit;

[0048] Figures 10B to 10E Also illustrated are various sealing conditions provided by the slat sealing unit during relative movement between adjacent slats;

[0049] Figure 11 is a partial cross-sectional view illustrating a dual roller unit operably disposed between a multi-panel bed cover and a guide rail unit mounted to a cargo bed and also illustrating upper and lower rail sealing units and portions of a cable management system;

[0050] Figure 12 is a schematic diagram showing a rolling contact arrangement between a guide rail unit and each roller of a double roller unit for providing an anti-squeak feature;

[0051] Figure 13 Similar to Figure 11 and slightly enlarged to better illustrate the lower track seal unit in both an unbiased position and a biased position relative to the dual roller unit;

[0052] Figure 14 is a partial sectional view taken vertically generally through one of the guide track units illustrating a cable guide unit associated with a cable management system and shown mounted between a pair of dual roller units and having a front wiper pad and a rear wiper pad;

[0053] Figure 15 is a schematic diagram of a chain coupling having a pair of laterally spaced link units configured to interconnect a multi-panel vehicle bed covering and an electric drive unit;

[0054] Figure 16A is an exploded perspective view illustrating components associated with the link unit;

[0055] Figure 16B It is an assembly perspective view of one of the link units;

[0056] Figures 16C to 16E A slightly modified configuration for the link unit is illustrated;

[0057] Figure 17 is a view illustrating the interaction between a portion of one of the link units and a portion of the corresponding guide rail unit;

[0058] Figure 18illustrates a link unit of a chain coupling device interacting with a pair of laterally spaced electric motors associated with an electric drive unit;

[0059] Figure 19 illustrates a deflector cam associated with a front end portion of a multi-panel bed cover and configured to resiliently deflect a lower track seal as the bed cover moves toward its deployed position, and also illustrates a portion of a link unit that interacts with a rear end portion of the bed cover;

[0060] Figure 20 schematically illustrates the interaction between the deflector cam and the lower track seal as the bed cover moves toward its deployed position;

[0061] Figure 21 is another perspective view, partially cut away, illustrating a water management device including an internal water channel established within each of the guide rail units upon deflection of a lower rail seal to inhibit water intrusion into the cargo bed;

[0062] Figure 22 is an underside perspective view of a front end portion of a multi-panel bed cover illustrating the interaction between a deflector cam and a lower track seal as the bed cover moves toward its deployed position;

[0063] Figure 23 Also illustrated are aspects of a water management device disposed between the upper and lower rail sealing units and the guide rail unit to inhibit water intrusion;

[0064] Figure 24 is an assembled view of a trim cover assembly associated with a portion of a rear end portion of a vehicle bed cover and one of the link units;

[0065] Figure 25 is similar to Figure 24 another view of the , but showing a powered actuator and actuation linkage system for controlling movement of the trim cover between its open and closed positions;

[0066] Figure 26 and Figure 27 is yet another perspective view illustrating components of a power-operated trim cover assembly associated with the closure system of the present disclosure;

[0067] Figure 28 and Figure 29 illustrates in greater detail the various components of the electric drive unit, including the electric motor and wind-up mechanism;

[0068] Figure 30 and Figure 31The illustration shows a reeling mechanism, one of the electric motors, and cable attachment between the cable management system and the electric drive unit;

[0069] Figure 32A and Figure 32B are schematic top and side views illustrating a low-slack cable attachment configuration associated with the present disclosure;

[0070] Figure 33 A toothed drive mechanism driven by an electric motor and interacting with a double roller unit for driving the vehicle bed cover between its retracted and deployed positions is illustrated;

[0071] Figure 34 illustrates a recessed roll-up channel formed in a storage box of the drive unit for compactly retaining the vehicle bed cover in its retracted position within the storage box; and

[0072] Figure 35 Components of the cable management system associated with the double roller unit and the front end portion of the car body cover are illustrated.

[0073] Corresponding reference numerals indicate corresponding parts throughout the several views associated with the drawings. DETAILED DESCRIPTION

[0074] One or more example embodiments of a power-operated closure system for use with a motor vehicle will now be described more fully with reference to the accompanying drawings. To this end, example embodiments are provided so that this disclosure will be thorough and the intended scope of the disclosure will be fully conveyed to those skilled in the art. Therefore, many specific details, such as examples of specific components, devices, and methods, are set forth to provide a thorough understanding of the embodiments of the present disclosure. However, it will be apparent to those skilled in the art that specific details need not be adopted, and that example embodiments can be implemented in many different ways and should not be construed as limiting the scope of the present disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are no longer described in detail.

[0075] The terms used herein are only used to describe the purpose of specific example embodiments and are not intended to be restrictive. As used herein, the singular forms "one", "a kind of" and "the" may also be intended to include plural forms unless the context clearly states otherwise. The terms "comprise", "include", "contain" and "have" are inclusive and therefore specify the presence of the features, wholes, steps, operations, elements and / or parts, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, parts and / or components, but do not exclude the presence or addition of one or more other features, wholes, steps, operations, elements, parts and / or combinations thereof. Unless clearly identified as an execution order, the method steps, processes and operations described herein should not be interpreted as necessarily requiring them to be performed in the specific order discussed or illustrated. It should also be understood that additional or alternative steps may be adopted.

[0076] When an element or layer is referred to as "on another element or layer," "engaged to," "connected to," or "coupled to" another element or layer, the element or layer may be directly on, directly engaged to, directly connected to, or directly coupled to another element or layer, or there may be an intervening element or layer. In contrast, when an element is referred to as "directly on another element or layer," "directly engaged to," "directly connected to," or "directly coupled to" another element or layer, there may not be an intervening element or layer. Other words used to describe the relationship between elements (e.g., "between..." and "directly between...", "adjacent" and "directly adjacent," etc.) should be interpreted in the same manner. As used herein, the term "and / or" includes any and all combinations of one or more of the associated enumerated items.

[0077] Although the terms first, second, third, etc. can be used in this article to describe each element, component, region, layer and / or section, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or section from another region, layer or section. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not mean order or sequence when used in this article. Therefore, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section without departing from the teachings of the example embodiments.

[0078] For ease of description, spatially relative terms such as "inside," "outside," "below," "beneath," "lower," "above," "upper," etc. may be used herein to describe the relationship of one element or feature illustrated in a figure to another element or feature. Spatially relative terms may be intended to encompass different orientations of the device in use or operation in addition to the orientation depicted in the drawings. For example, if the device in the drawings is flipped, an element described as "below other elements or features" or "under other elements or features" will be oriented "above other elements or features." Thus, the example term "below" may encompass both above and below orientations. The device may be oriented in other ways (rotated 90 degrees or in other orientations), and the spatially relative descriptors used herein may be interpreted accordingly.

[0079] In general, the present disclosure relates to a closure system of the type used in a motor vehicle that uses a power-operated drive unit to move a closure panel between a first position and a second position. More specifically, a closure system embodying aspects of the present disclosure includes: a closure panel; a chain-link mechanism interconnecting the closure panel and the drive unit; a guide track mechanism; a dual-roller mechanism interconnecting the closure panel and the guide track mechanism to provide an anti-squeak feature; a track seal mechanism that provides a water intrusion feature; a removable trim cover having a power-operated actuator; a closure panel roll-up mechanism associated with the drive unit; and a control system for controlling the actuation of the power-operated drive unit and the power-operated actuator. Each of these structural mechanisms and their components will be described in conjunction with one or more example embodiments. However, the specific example embodiments disclosed are intended only to clearly describe the aspects, features, advantages, and improvements provided by the inventive concepts of the present disclosure to allow those skilled in the art to understand and practice the present disclosure.

[0080] First, refer to the accompanying drawings Figure 1 , a motor vehicle 10 is shown including a body 12 defining an engine compartment 14, a passenger compartment or cab 16, and a cargo compartment or bed 18. In this non-limiting embodiment, the vehicle 10 is configured as a light truck having a bed 18 with a tailgate 20 that is movable between a closed position and an open position in an otherwise conventional manner. As will be described in more detail below, the motor vehicle 10 is also equipped with a closure system 24 that is arranged to selectively enclose an interior storage space 30 defined within the bed 18. To this end, Figure 1A closure panel 26 associated with the closure system 24 is shown in a fully extended position and a trim cover 28 in a lowered position (i.e., closed position). The closure system 24 includes a first power-operated drive unit 25 operable to move the closure panel 26 between its fully extended position and its fully retracted position, and a second power-operated drive unit 29 operable to move the trim cover 28 between its lowered position and its raised position (i.e., open position). Figure 2 The closure panel 26 is shown moved to a partially retracted position via selective powered actuation of the closure system 24 while the trim cover 28 remains in its closed position. Figure 3 (with the trim cover 28 removed for clarity only) to show that the closure panel 26 is now moved to its fully retracted position via selective power actuation of the closure system 24 and stored within the storage compartment of the first power-operated drive unit 25, also referred to as the storage bin 230. Figure 4 and Figure 6 To show the trim cover 28 in its closed position and the closure panel 26 in its fully retracted position. Figure 5 to show the trim cover 28 in its open position and the closure panel 26 in its fully retracted position (stowed in the storage bin 230). Figure 7 26 is fully retracted and the trim cover 28 is in its open position, the available storage capacity within the storage space 30 of the cargo bed 18 is increased, while also facilitating maintenance of the first power-operated drive unit 25 and the storage box 230 when needed. The trim cover 28 is configured to reduce and inhibit the ingress of water and dirt into the storage space 30 and onto the first power-operated drive unit 25 and the storage box 230, thereby protecting the first power-operated drive unit 25 and the storage box 230 from contamination and damage. To improve the sealing of the trim cover 28 relative to the closure panel 26, a cover seal 224 ( Figure 24 and Figure 25 By way of example and not limitation, the cover seal 224 may be configured as a resilient material, such as rubber, to facilitate forming a tight seal against the closure panel 26 during both static conditions (where the closure panel 26 is stationary relative to the trim cover 28) and dynamic conditions (where the closure panel 26 is moving relative to the trim cover 28). It is contemplated that to best avoid wear of the cover seal 224, the trim cover 28 may be at least partially opened prior to retraction / deployment of the closure panel 26 to maintain the sealing integrity of the cover seal 224.

[0081] In accordance with the teachings of the present disclosure, the closure panel 26 is constructed as a multi-panel assembly defined by a plurality of interconnected slats 40 to provide a retractable bed cover 42 having a front end portion 42A and a rear end portion 42B. Each slat 40 extends transversely across the cargo bed 18 and has a first edge portion 42C, or driver's side edge portion, and a second edge portion 42D, or passenger's side edge portion. An end connector 44 is attached to the front end portion 42A of the bed cover 42 and extends transversely between the edge portions 42C, 42D of the bed cover 42 and cooperates with the tailgate 20 to fully enclose the cargo bed 18 when the bed cover 42 is in its fully deployed position.

[0082] As from Figure 10 and Figure 10AAs best seen, immediately adjacent slats 40 are pivotally interconnected to one another via a hinge unit 50 defined by a first or female hinge flange 52 integrally formed with a front portion 54 of each slat 40 and configured to receive a second or male hinge flange 56 integrally formed with a rear portion 58 of an adjacent slat 40. Both the female hinge flange 52 and the male hinge flange 56 extend the entire transverse dimension of the slat 40 (i.e., the dimension between edge portions 42C and 42D) and define an elongated annular aperture 59 therebetween. The hinge unit 50 also includes a slat bushing 60 mounted in an aperture 59 between the female hinge flange 52 and the male hinge flange 56 and configured to maintain alignment while allowing pivotal movement between adjacent interconnected slats 40. By way of example and not limitation, the slat bushing 60 can be formed from any suitable low-friction, bushing-grade material, such as a suitable polymeric bushing-grade material, thereby minimizing the amount of play between the female hinge flange 52 and the male hinge flange 56, thereby minimizing noise generation while allowing low-friction pivotal movement between the female hinge flange 52 and the male hinge flange 56. Furthermore, a slat seal unit 62 is operably mounted between the front and rear portions 54, 58 of adjacent slats 40. The hinge unit 50 can be configured as a fastenerless hinge comprising interlocking male and female components assembled via a sliding connection. For example, hinge unit 50 can be configured as a pin hinge, whereby female hinge flange 52 is configured with a female barrel 51 for slidably receiving male hinge flange 56 configured with a male barrel 53 serving as a pin. Female barrel 51 is shown as having a cylindrical cross-section with a "C" shape, whereby a break in its cylindrical body provides for the pivoting of male hinge flange 56. To provide coaxial alignment of the hinge pivot axis with the axis of rotation of central aperture 50A of roller mechanism 66, which will be described in more detail below, male barrel 53 can be provided with a central hole or central aperture 50A for slidably receiving the shaft of roller mechanism 66 for coupling thereto. Male barrel 53 is also illustratively shown as having a cylindrical cross-section with a "C" shape, but can be provided as a continuous cylindrical member. When the male barrel 53 is nested within the female barrel, the pivotal connection is formed by geometric interconnection without the need for rivets, bolts, or other types of fasteners. A slatted bushing 60 may be provided to occupy the gap between the inner wall of the female barrel and the outer wall of the male barrel and / or to assist in preventing the male barrel 53 from being withdrawn through a break in the body of the female barrel 51.The slat sealing unit 62 is made of a highly elastic, resilient material and is constructed to include a first retaining section 62A, a second retaining section 62B, a first sealing section 62C, a second sealing section 62D and a flexible annular web section 62E, the first retaining section 62A being arranged in a first retainer receiving portion formed in the front portion 54 of the slat 40, the second retaining section 62B being arranged in a second retainer receiving portion formed in the rear portion 58 of the adjacent slat 40, the first sealing section 62C being interconnected with the first retaining section 62A and extending from the first retaining section 62A, the second sealing section 62D being interconnected with the second retaining section 62B and extending from the second retaining section 62B, the flexible annular web section 62E being arranged by way of example and not limitation to be a single layer of elastic sheet material, such as rubber, that interconnects the first sealing section 62C and the second sealing section 62D. The first sealing section 62C and the second sealing section 62D are tubular having tubular walls extending lengthwise between the opposing guide rail units 80, 82, and the first sealing section 62C and the second sealing section 62D cooperate with the web section 62E to accommodate misalignment as adjacent slats 40 pivot inwardly and outwardly about a hinge axis HA defined by the hinge unit 50, as from. Figures 10B to 10E The diagram provided in the figure clearly shows that. Figure 10B 、 Figure 10C As shown, the web section 62E allows the first sealing section 62C and the second sealing section 62D to be retracted and deployed during the retraction and deployment of the vehicle bed cover 42, such as when the vehicle bed cover 42 is rolled up in the storage box 230 ( Figure 10C ) move laterally toward and away from each other. Figure 10B ) or at an obtuse angle relative to each other ( Figure 10D ), the first sealing section 62C and the second sealing section 62D can be pushed into contact with each other to seal the cavity C formed above the web section 62E. A gap G may exist between each of the first sealing section 62C and the second sealing section 62D and the adjacent strip 40 so as not to hinder the sealing of the strip 40. Figure 10D In another possible configuration, the gap G can be set as a central gap V located within the first sealing segment 62C and the second sealing segment 62D to allow deformation of the first sealing segment 62C and the second sealing segment 62D so as not to hinder the sealing of the sealing segment 62C and the second sealing segment 62D. Figure 10D The slats 40 are formed at obtuse angles.

[0083] The retractable bed cover 42 is configured to be retractable relative to the cargo bed 18 in its fully extended position ( Figure 1 ) to its fully retracted position ( Figures 3 to 7) between. To this end, the car cover 42 utilizes a roller mechanism 66 and a guide rail mechanism 68 as part of the closing system 24. The roller mechanism 66 includes a plurality of roller units, which are shown and hereinafter referred to as double roller units 70, as shown in FIG. Figure 9 and Figure 10As best shown in FIG, the dual roller unit 70 generally includes a shaft 72, which may be formed by a bolt 72, an inner roller 74, and an outer roller 76. The shaft 72 may be formed by a bolt 72. The shaft or bolt 72 includes a mounting section 72A, a spacer section 72B, and a roller support section 72C. The mounting section 72A is illustratively configured to couple within a central aperture 50A defined by a tubular cavity extending coaxially along the hinge axis HA, such as a tubular cavity formed in the male barrel 53. In one possible configuration, the mounting section 72A may be formed with features that prevent extraction along the hinge axis HA, such as radially outwardly extending barbs 77, and configured to be securely mounted against removal in a direction along the hinge axis HA when mounted within the central aperture 50A defined by the tubular cavity extending coaxially along the hinge axis HA, wherein the tubular cavity is partially defined by the tubular male hinge flange 56 and the slat bushing 60. The barbs 77 may or may not be configured to prevent the mounting section 72 from rotating. Thus, the mounting section 72A may be configured to be fixedly mounted in the central aperture 50A of the hinge unit 50 such that the bolt 72 extends coaxially with the hinge axis HA. Another type of mating connection may be a threaded connection, whereby threads provided on the mounting section 72 engage threads provided on the inner wall of the central aperture 50. In another possible configuration, the mounting section 72A and the central aperture 50A may be coupled via a mating connection with a gap between the mounting section 72A and the central aperture 50A. In one possible configuration, the mounting section 72A may not be provided with any retaining features and may be configured as a relatively smooth cylindrical member. The retention of the mounting section 72A in the central aperture 50A and the prevention of the mounting section 72A from being withdrawn from the central aperture 50A in the direction along the articulation axis HA may not be due to a coupling between the mounting section 72A and the central aperture 50A, for example, not via a barbed connection or a threaded connection, but rather due to a blocking formation acting on the shaft 72. For example, the blocking formation may include a stop member acting on the shaft 72, which is opposite the coupling connection between the mounting section 72A and the central aperture 50A and is provided by a side wall 90a of the cable guiding unit 150 and / or the bridging section 156 and / or the roller bearing section 90 for abutting against the shaft 72 in the direction of the articulation axis HA. Thus, during rolling of the rollers 74, 76, the rotation imparted to the mounting section 72A within the central aperture 50A can be facilitated or permitted by the coupling configuration between the shaft 72 and the central aperture 50A, e.g., by a tolerance coupling, without affecting the integrity of the coupling, as may occur with a fitted and / or threaded connection, in which rotation of the shaft 72 may cause the threaded connection to loosen and / or create friction with other types of fastener connections. The mounting section 72A is not fastened to the hinge unit 50.Thus, the fastener-free connection of the rollers 74 and 76 to the hinge unit 50 can provide quick assembly and a secure connection through an assembly process involving inserting the rollers 74, 76 into the guide rails 80. The rollers 74 and 76 are rotatably supported on the roller support section 72C of the bolt 72 and are mounted in the retaining groove 78 (. Figure 9 ) is retained in the roller support section 72C by a snap ring (not shown) in the vehicle bed cover 42. The roller units 70 are mounted in both the first lateral edge portion 42C and the second lateral edge portion 42D of the vehicle bed cover 42 and extend outwardly from the first lateral edge portion 42C and the second lateral edge portion 42D so as to be aligned for rotation about a roller axis RA that is coaxially aligned with the pivot axis HA of the hinge unit 50. A plurality of roller units 70 are fixedly mounted in a first guide rail unit or driver's side guide rail unit 80 and a plurality of roller units 70 are fixedly mounted in a second guide rail unit or passenger's side guide rail unit 82, which together define the guide rail mechanism 68. The driver's side guide rail unit 80 serves the dual function of being a track for guiding the plurality of roller units 70 and also providing a conduit for accommodating and protecting wiring, as will be described below with reference to the cables 151. Figure 8 The illustration shows a dual roller unit 70 operatively associated with every other hinge unit 50 and rollingly disposed on a guide structure formed in the first guide track unit 80. However, the remaining figures illustrate a more preferred arrangement in which, as an alternative configuration, a dual roller unit 70 is associated with each hinge unit 50.

[0084] Now refer to Figures 11 to 14 , a non-limiting configuration for a first guide rail unit 80 is shown in association with one or more dual roller units 70. Those skilled in the art will appreciate that the interaction between the dual roller unit 70 and the opposing guide rail unit 82 is nearly identical, such that the following description applies to both sides of the guide rail mechanism 68 associated with the closure system 24. The first guide rail unit 80 is configured to be mounted on or partially within a portion of the driver's side panel 18A of the cargo bed 18. Similarly, the second guide rail unit 82 is configured to be mounted on or partially within a portion of the passenger's side panel 18B of the cargo bed 18. Figure 11A first guide rail unit 80 is shown mounted to the side panel 18A via a plurality of fasteners 84 and configured to include a mounting base section 86, a lower rail seal retention section 88, a roller support section 90, and an upper rail seal retention section 92. The fasteners 84 are shown extending through the mounting base section 86. A resilient upper rail seal unit 94 is secured to the upper rail seal retention section 92 and extends generally above an outer surface portion of the bed cover 42 along an edge portion 42C. Additionally, a resilient lower rail seal unit 96 is secured to the lower rail seal retention section 88 and extends generally below an inner surface portion of the bed cover 42 along an edge portion 42C. The multifunctional aspects of both the upper rail seal unit 94 and the lower rail seal unit 96 define a track sealing device 98 of the present disclosure, which will be described in greater detail below.

[0085] supply Figure 12 The anti-squeak feature associated with the interaction between the dual roller unit 70 and the guide track units 80, 82 is illustrated. Specifically, the roller bearing section 90 of the guide track unit 80 is shown to include a first roller surface (i.e., upper roller surface) 100, against which the inner roller 74 is in rolling contact, and a second roller surface (i.e., lower roller surface) 102, against which the outer roller 76 is in rolling contact. The stepped portion 90A of the roller bearing section 90 provides a clearance gap 104 relative to the outer roller 76, such that a portion of the first roller surface 100 extends in radially spaced relation overlying and out of rolling engagement with the outer roller 76. Meanwhile, the second roller surface 102 is shown to terminate prior to the inner roller 74, thereby being spaced apart from and out of rolling engagement with the inner roller 74. Thus, first roller surface 100 is contacted only by inner roller 74 for rolling engagement therewith, such that outer roller 76 does not contact first roller surface 100, and second roller surface 102 is contacted only by outer roller 76 for rolling engagement therewith, such that inner roller 74 does not contact second roller surface 102. Thus, inner roller 74 and outer roller 76 may each be in contact with only one surface, e.g., an upper surface and a lower surface, such as Figure 13 According to this arrangement, contact between the inner roller 74 and the first roller surface 100 limits the upward movement of the dual roller unit 70, while contact between the outer roller 76 and the second roller surface 102 limits the downward movement of the dual roller unit 70, whereby the car bed cover 42 can be maintained in its fully extended position without generating undesirable rattling noises while not inhibiting the rotation of the roller unit 70.

[0086] Now the main reference Figure 11 and Figures 13 and 14 , the construction and functional attributes of the resilient, elastomeric upper track seal unit 94 and the resilient, elastomeric lower track seal unit 96 of the track seal assembly 98 will be described in detail. The upper track seal unit 94 extends longitudinally along the entire length of the guide rail unit 80 and is constructed to include a base section 110, a retaining protrusion 112 extending outwardly from the base section 110 and disposed within a retaining chamber 114 of the upper track seal retaining section 92, a slat sealing lip 116 extending inwardly from the base section 110, and a track sealing lip 118 extending downwardly from the base section 110. The retaining protrusion 112 defines a push-in retainer that is inserted through a slotted aperture 120 in the guide rail unit 80 and retained in the chamber 114, thereby securely securing the upper track seal unit 94 to the guide rail unit 80. The base section 110 of the upper track seal unit 94 is positioned over the spacer section 72B of the bolt 72. The slat sealing lip 116 extends over and resiliently engages the outer surface 40A of the slat 40 to provide an exterior sealing function relative to the bed cover 42 when deployed to the fully closed position of the bed cover 42. The track sealing lip 118 is shown as being configured to engage and pass over the spacer section 72B of the bolt 72.

[0087] Continue to refer to Figure 11 and Figures 13 and 14, the lower rail seal unit 96 is also shown extending longitudinally along the entire length of the guide rail unit 80 and being partially disposed within a retention chamber 128 associated with the lower rail seal retention segment 88. The lower rail seal unit 96 is generally configured to include a channel-shaped retention section 130, a support section 132 extending from the retention section 130, a locator flange 134 extending downwardly in a cantilevered relationship from the support section 132, and a cantilevered flapper sealing lip 136 extending upwardly in a cantilevered relationship from the support section 132, such that the locator flange 134 and the flapper sealing lip 136 extend in opposite directions away from the support section 132. The retention section 130 is located within a similarly shaped portion of the retention chamber 128 associated with the lower rail retention segment 88. A retaining feature, configured as a push-in protrusion 138, extends downwardly from the retaining section 130 and inserts into a slotted aperture formed in the guide rail unit 80, thereby securely mounting the lower rail seal unit 96 to the guide rail unit 80. The support section 132 of the lower rail seal unit 96 is located above the retaining section 130 and is interconnected with the retaining section 130 via a beam section 140. A locator flange 134 extends through an open portion of the retaining chamber 128 in the lower rail retaining section 88 of the guide rail unit 80 and has a terminal tip portion 142 that engages the outer wall surface 80A within the interior storage space 30 of the cargo bed 18. The flapper seal lip 136 is normally in a relaxed / sealed position, wherein its tip end 144 is normally biased into sealing engagement against the rail seal lip 118 of the upper rail seal 94.

[0088] like Figure 13 As best shown in FIG, when the bed cover 42 is retracted, the interaction between the upper and lower rail seals 94, 96 serves to seal the guide rail unit 80 against water and contaminants introduced from within the cargo bed 18, thereby maintaining a sealed environment for the rollers 74, 76. Conversely, movement of the bed cover 42 toward its fully deployed position causes the spacer section 72B of the bolt 72 to deflect the tip end 144 of the flapper seal lip 136 (shown in phantom) to a deflected / unsealed position displaced from engagement with the tip portion 118 of the upper rail seal. In this deflected position, the flapper seal lip 136 engages the underside portion of the spacer section 72B of the roller bolt 72. Consequently, portions of both the upper and lower rail seals 94, 96 are resiliently biased into engagement with the roller unit bolt 72 to re-establish a sealed relationship for the roller unit 70 against water and contaminants introduced from within the cargo bed 18. Figure 14Also shown is a cable guide unit 150 that supports a cable 151 and is associated with a cable management device 152 that is also associated with the power-operated closure system 24. The cable guide unit 150 includes a pair of shaft support sections 154 that partially surround the roller support section 72C of the bolt 72 and are connected to each other via a bridge section 156. A resilient wiper flange 158 is formed on the outside of each roller surface 102 of the guide rail unit 80 and serves as a wiper to remove accumulated dirt / dust / water from each roller surface 102. A plurality of cable guide units 150 are associated with the vehicle bed cover 42, as shown in the drawings.

[0089] Now referring to the accompanying drawings Figures 15 to 18 The closure panel 26 is shown to include a linkage mechanism, such as a chain linkage mechanism 160, which is configured to connect the vehicle bed cover 42 and a pair of powered actuators, such as electric motors 162 ( Figure 18 ) are connected to each other. Figure 15 FIG2 is a top view of a chain linkage mechanism 160, illustrating a first or driver-side link unit 164, a second or passenger-side link unit 166, and a plurality of transverse spanning members, such as tubular rails 168, interconnecting the first and second link units 164, 166 to provide additional stability therebetween. The chain linkage mechanism 160 is configured to enable deployment and extension of the bed cover 42 without requiring the additional weight associated with the slats 40. Each link unit 164, 166 has a first portion, also referred to as a front link end segment 164A, 166A, which is pivotally secured to the rear end segment 42B of the bed cover 42, and a second portion, also referred to as a rear end segment 164B, 166B, which is operatively connected to the windup mechanism 242 and the electric motor 162 of the first power-operated drive unit 25, as will be described in greater detail below. The link units 164, 166 may also be similarly constructed as pin hinges as described herein above, having nested barrels and a central aperture to facilitate coaxial alignment of the hinge pivot axis with the roller axis by inserting a shaft or bolt 72 into the central aperture 50A, as will be described in more detail below.

[0090] Main reference Figure 16A and Figure 16B, a non-limiting embodiment of a structure for a first link unit 164 is shown. Those skilled in the art will appreciate that the second link unit 166 is substantially similar, if not identical, to the first link unit 164, such that a detailed description of the second link unit 166 is unnecessary. The first link unit 164 is shown as including a plurality of links 170 pivotally connected to one another via a link hinge unit 172. The link hinge unit 172 is similar in structure and function to the slat hinge unit 50 and includes a first hinge flange 174 integrally formed on a first end of the link 172 and configured to receive a second hinge flange 176 integrally formed on an opposite end of an adjacent link 172. An aperture 178 is formed between the male hinge flange 176 and the female hinge flange 174 and is sized and configured to receive a tubular connecting rod bushing 180 therein. The dual roller unit 70 is mounted in a first end of the connecting rod bushing 180 so as to be coaxially aligned with the pivoting connecting rod hinge unit 172. Furthermore, a housing pin 182 is mounted in a cylindrical aperture formed in a second end of the connecting rod bushing 180. The housing pin 182 includes a bearing section 183 configured to extend the entire length of the connecting rod 172 when installed in the connecting rod bushing 180, and a connector plug section 184 configured to be secured to the end of the transverse rail 168. Thus, the dual roller unit 70 and the transverse rail 168 of the link unit 164 are generally coaxially aligned with the connecting rod hinge unit 172. Figures 16C to 16E A slightly modified version of the link unit 164' is shown, combining the bushing portion 180 and the housing portion 182 into a common component, also referred to as a hinge tube 182'. The dual roller unit 70' now includes a fixed shaft segment 72' configured to extend through the hinge tube 182', with a distal end portion 190 of the fixed shaft segment 72' secured to a snap retainer 192 formed in the connector plug section 184'. Note the connection of the cable guide unit 150 to the dual roller unit 70'.

[0091] Figure 17 is a schematic diagram of the link unit 164 (or link unit 166 ) interacting with the guide rail unit 80 in order to illustrate the coaxial alignment of the hinge unit 170 and the roller unit 70 . Figure 181 is a top view of the chain linkage 160 associated with the laterally spaced electric motor 162 of the first power-operated drive unit 25, showing the link units 164 and 166. The link units 164, 166 are driven by the motor-driven tooth unit 200 (via engagement with the roller shaft 72) to drivingly couple the chain linkage 160 to the first power-operated drive unit 25 for controlling movement of the bed cover 42 between its retracted and deployed positions.

[0092] Figures 19 to 22 A deflector cam 210 is shown disposed at the driver's side edge section 42C of the coupler 44 along the front end section 42A of the bed cover 42. Although not shown, a similar deflector cam is associated with the end coupler 44 along its opposite lateral edge (i.e., the passenger side). The deflector cam 210 is configured to engage and deflect the flap lip 136 of the lower rail seal unit 96 as the bed cover 42 moves toward its deployed position. Figure 20 A schematic illustration of the resilient deflection of the lower rail seal unit 96 caused by the deflector cam 210 engaging the flap lip 136 and forcibly deflecting the flap lip 136 upon deployment of the bed cover 42 is provided. Figure 21 The slats 40 ( Figure 22 ) sealed upper track seal unit 94, while the lower track seal unit 96 is shown in its unbiased / sealed position, wherein the flapper lip 136 engages the shaft 72 of the roller unit 70 once the deflector cam 210 has been moved out of engagement. The phantom line (see arrow 211) illustrates the deflection of the flapper lip 136 toward its biased / unsealed position due to engagement with the deflector cam 210. Figure 22 The deflector cam 210 is illustrated for deflecting the flapper lip 136 of the lower track seal unit 96 . Figure 23 A water intrusion or management arrangement is shown that is configured such that the sealing arrangement provided by the interaction of the track sealing units 94, 96 cooperates to establish a water passage within the guide track unit 80 that is isolated from the roller unit 70 to provide a drainage path for water / dirt that does not affect the operation of the roller unit 70. The water passage path is defined by Figure 23 The arrow 212 in FIG. 2 is identified and terminates in a runoff point positioned to collect water and drain it away from the roller unit 70 .

[0093] Special attention now Figures 24 to 27, the structure and functional operation of a non-limiting embodiment of a trim cover assembly 220 will now be described. The trim cover 28 is adapted to be mounted to a support plate 222 that is interconnected with a second power-operated drive unit 29 via a linkage assembly 226 and a pivot hinge unit 228. The second power-operated drive unit 29 is configured to include a linear actuator 29 operable in a first state to position the trim cover 28 in its closed position ( Figure 1 、 Figure 2 、 Figure 4 、 Figure 6 and Figures 24 to 27 ) and is operable in a second state to position the trim cover 28 in its open position ( Figure 5 and Figure 7 In its open position, the over-center locking mechanism 230 serves to hold the support plate 222 in its raised position.

[0094] Figure 28 and Figure 29 The first power-operated drive unit 25 of the closure system 24 is illustrated and includes a structural storage box, also referred to as a storage frame 230, having a pair of end plates 232, 234 interconnected by a plurality of upper cross-members 236 and lower cross-members 238. The end plates 232 are aligned with and operably coupled to the driver's side panel 18A of the cargo bed 18, and the end plates 234 are aligned with and operably coupled to the passenger-side panel 18B of the cargo bed 18. A first electric motor 162A is mounted to the end plates 232 and drives a first toothed drive mechanism 240A of the toothed unit 200, which is operable to engage roller bolts 72 of the dual roller units 70, 70' associated with both the bed cover 42 and the first link unit 164 and along the driver's side 42C. Likewise, the second electric motor 162B is mounted to the end plate 234 and drives a second toothed drive mechanism 240B that is operable to engage the roller bolts 72 of the dual roller units 70, 70' along the passenger side 42D associated with both the cabin cover 42 and the second link unit 166. The first end plate 232 also includes a coiled (spiral) roll-up channel 242A of the roll-up mechanism 242 and the second end plate 234 includes a coiled (spiral) roll-up channel 242B of the roll-up mechanism 242 that is a mirror image of the roll-up channel 242A.

[0095] Special attention Figures 30 to 34, showing further structural and functional aspects of the first power-operated drive unit 25. The cable coupling unit 250 is nested within the first end portion 252A of the roll-up channel 242A and the first end portion of the cable 151 is guided through the cable coupling unit 250, wherein the terminal end of the first end portion of the cable 151 is attached to the end plate 234 ( Figure 34 ).like Figure 31 and Figure 34 As best seen in FIG, the roll-up channels 242A, 242B are oriented so that "rolling" of the link units 164, 166, and subsequently the bed cover 42, between the first and second ends 252A, 252B, 254A, 254B of the roll-up channels 242A, 242B causes the closure panel 26 to move between its fully retracted and fully extended positions. Figure 31 and Figure 33 As best seen in FIG. 1 , the toothed transmission 240A includes a toothed wheel 260 that is rotatably driven by the electric motor 162A of the power-operated drive unit 25 and has toothed teeth 262 that are sized to receive the shaft portion of the roller bolt 72 therebetween. Thus, the toothed wheel 260 rotates in a first direction (i.e., Figure 31 ) is used to drive the roller bolt (shaft) 72 in a first direction, which in turn moves the car bed cover 42 toward its retracted position, and ultimately to its retracted position. Conversely, the toothed wheel 260 is rotated in an opposite second direction (i.e., Figure 31 Rotation of the roller bolt 72 in the counterclockwise direction (in the reverse direction) is used to drive the shaft portion of the roller bolt 72 in the opposite second direction, which in turn moves the vehicle bed cover 42 toward its deployed position, and ultimately to its deployed position.

[0096] As described above, one end of the cable 151 is connected to the end plate 234 ( Figure 34 ). The opposite ends of the cable 151 are connected to the coupling unit 44 ( Figure 35 As described above, the cables 151 are supported in a plurality of cable guide units 150 associated with the roller units 70, 70' in the link unit 164. The roll-up channel 242A is configured to allow for the "slack" (also known as the "slack") in the cables 151 required during movement of the vehicle bed cover 42 between its retracted and deployed positions. Figure 32A Thus, the optimized rolled-up configuration accommodates cable slack without the need for special features. Figure 33 and Figure 34The cable 151 is shown connected to the cable connector unit 250. By way of example and not limitation, a textile guide rope 253 is also shown connected to the cable connector unit 250 and attached to the cable 151 via a guide spring.

[0097] It is contemplated that the vehicle 10 will be equipped with a control system for controlling the coordinated movement of the cabin cover 42 between its retracted and deployed positions, and the movement of the trim cover 28 between its closed and open positions. Accordingly, a controller is provided for controlling and coordinating the operation of the electric motors 162A, 162B of the first power-operated drive unit 25 and the second power-operated drive unit (linear actuator) 29 for the trim cover assembly 220 to facilitate such coordinated movement. Operator input signals transmitted to the controller via actuation of an onboard switch or remote key fob are used to control the actuation of all power-operated devices.

[0098] The foregoing description of the embodiments is provided for the purpose of illustration and description. These descriptions are not intended to be exhaustive or to limit the present disclosure. The individual elements or features of a particular embodiment are generally not limited to that particular embodiment, but are interchangeable where applicable and can be used in the selected embodiment, even if not specifically shown or described. The individual elements or features of a particular embodiment also can vary in many ways. Such variations should not be considered as departing from the present disclosure, and all such modifications are intended to be included within the scope of the present disclosure.

[0099] The embodiments of the present invention can be understood with reference to the following numbered paragraphs:

[0100] 1. A closure system for a motor vehicle having a cargo compartment, the closure system comprising:

[0101] a closure panel extending along opposite side edge portions between opposite end portions, the closure panel being movable between an extended position and a retracted position and having a plurality of slats, wherein adjacent pairs of the plurality of slats are pivotally connected to each other by at least one hinge unit to facilitate relative pivotal movement between the adjacent pairs of the plurality of slats about a hinge axis;

[0102] a guide rail mechanism including a driver-side guide rail unit configured to be mounted to the cargo bed and extending adjacent to one of the opposing side edge portions, and a passenger-side guide rail unit configured to be mounted to the cargo bed and extending adjacent to the other of the opposing side edge portions; and

[0103] A plurality of roller units, each of the roller units having a shaft, at least one roller and a mounting section, the at least one roller being supported by the roller supporting section of the shaft for rolling movement along the driver-side guide rail unit and along the passenger-side guide rail unit around a roller axis, the mounting section being coupled to the at least one hinge unit, wherein the hinge axis and the roller axis are coaxially aligned.

[0104] 2. The closure system of paragraph 1, comprising a first roller and a second roller, wherein the driver-side guide track unit and the passenger-side guide track unit each comprise a first roller surface and a second roller surface, wherein the first roller is configured for rolling engagement with the first roller surface and the second roller is configured for rolling engagement with the second roller surface.

[0105] 3. The closure system of paragraph 2, wherein the first roller is spaced apart from the second roller surface and the second roller is spaced apart from the first roller surface.

[0106] 4. The closure system of paragraph 3, wherein the first roller surface has a stepped portion that forms a gap at a portion of the first roller surface that covers the second roller.

[0107] 5. The closure system of paragraph 4, wherein the first roller surface extends only along one side of the roller axis and the second roller surface extends only along a side of the roller axis that is diametrically opposite the first roller surface.

[0108] 6. The closure system of paragraph 1, further comprising:

[0109] a first power-operated drive unit and a storage box including a roll-up mechanism, the first power-operated drive unit and the storage box being configured to be mounted in the cargo bed;

[0110] a chain linkage having a first portion connected to the closure panel and a second portion connected to the roll-up mechanism; and

[0111] A control system for controlling actuation of the first power-operated drive unit to move the closure panel between the retracted position stored within the roll-up mechanism in the storage bin and the deployed position enclosing the cargo bed.

[0112] 7. A closing system according to paragraph 6, wherein the rolling mechanism includes a coiled rolling channel formed in the end panel of the storage box and the rolling channel is suitable for receiving the chain linkage mechanism and the closing panel in the rolling channel when the closing panel moves to the retracted position of the closing panel.

[0113] 8. The closure system of paragraph 7 further comprises a cable management device comprising cables connecting the closure panel and the chain linkage to the roll-up channel and a cable guide unit connected to adjacent pairs of the axes of the roller unit.

[0114] 9. The closure system of paragraph 6, further comprising a trim cover configured to be mounted to the cargo bed above the storage bin and above a portion of the closure panel for movement between a closed position and an open position.

[0115] 10. The closure system of paragraph 9, further comprising:

[0116] a second power-operated drive unit interconnected with the trim cover, wherein the control system controls actuation of the first and second power-operated drive units to coordinate movement of the closure panel between a retracted position and an extended position of the closure panel and movement of the trim cover between an open position and a closed position of the trim cover.

[0117] 11. The closure system of paragraph 10, wherein the first power-operated drive unit and the second power-operated drive unit are mounted in the storage tank.

[0118] 12. A closing system according to paragraph 6, wherein the first power-operated drive unit includes a transmission mechanism, which is configured to drive a toothed wheel in opposite first and second rotational directions, the toothed wheel having a toothed tooth portion, the toothed tooth portion being sized to receive the shaft of the roller unit between the toothed tooth portions, wherein rotation of the toothed wheel in the first direction drives the roller unit in the first direction, which in turn moves the closing panel toward the retracted position, and wherein rotation of the toothed wheel in the second direction drives the roller unit in the second direction, which in turn moves the closing panel toward the extended position.

[0119] 13. The closing system according to paragraph 1 further includes a plurality of slat sealing units, wherein independent slat sealing units of the slat sealing units extend between the adjacent pairs of slats of the plurality of slats to provide a continuous sealing interface between the adjacent pairs of slats of the plurality of slats, thereby preventing fluid from invading the cargo compartment when the closing panel is in the expanded position.

[0120] 14. A closing system according to paragraph 13, wherein each of the plurality of slat sealing units has: a first retaining section, the first retaining section being configured to attach to one of the adjacent pairs of slats in the plurality of slats; a second retaining section, the second retaining section being configured to attach to the other of the adjacent pairs of slats in the plurality of slats; a first sealing section, the first sealing section being connected to the first retaining section; a second sealing section, the second sealing section being connected to the second retaining section; and a flexible annular web section extending between the first sealing section and the second sealing section, wherein the web section allows the first sealing section and the second sealing section to move laterally toward and away from each other during movement of the covering panel between the deployed position and the retracted position.

[0121] 15. The closure system of paragraph 14, wherein the first and second sealing sections have tubular walls extending lengthwise between the opposing driver-side and passenger-side guide rail units.

[0122] 16. The closure system of paragraph 1 further includes a track sealing device arranged to provide a sealing engagement with the driver-side guide track unit and the passenger-side guide track unit to seal the driver-side guide track unit and the passenger-side guide track unit, thereby maintaining the first roller and the second roller in a sealed environment.

[0123] 17. A closing system according to paragraph 16, wherein the track sealing device includes a pair of upper track sealing units extending longitudinally along the length of the driver-side guide track unit and the passenger-side guide track unit and a pair of lower track sealing units extending longitudinally along the length of the driver-side guide track unit and the passenger-side guide track unit, each of the upper track sealing units having a slat sealing lip and a track sealing lip, the slat sealing lip extending above the outer surfaces of the plurality of slats and elastically engaging the outer surfaces of the plurality of slats to provide an external sealing function relative to the covering panel when the covering panel is in the expanded position, and each of the lower track sealing units having a baffle sealing lip including a tip end biased to seal against the track sealing lip of the upper track sealing unit.

[0124] 18. The closure system of paragraph 17, wherein the track sealing lip is configured to engage the shafts of a plurality of the roller units and to pass over the shafts of a plurality of the roller units.

[0125] 19. The closure system of paragraph 1, wherein the at least one hinge unit includes an aperture, wherein the mounting section is coupled to the at least one hinge unit 50 within the aperture using a tolerance connection.

[0126] 20. A closure system for a motor vehicle having a cargo box, the closure system comprising:

[0127] a closure panel extending along opposite side edge portions between opposite end portions, the closure panel being movable between an extended position and a retracted position and having a plurality of slats, wherein adjacent pairs of the plurality of slats are pivotally connected to each other by at least one hinge unit to facilitate relative pivotal movement between the adjacent pairs of the plurality of slats about a hinge axis;

[0128] a guide rail mechanism including a driver-side guide rail unit configured to be mounted to the cargo bed and extending adjacent to one of the opposing side edge portions, and a passenger-side guide rail unit configured to be mounted to the cargo bed and extending adjacent to the other of the opposing side edge portions; and

[0129] a plurality of roller units for rolling motion along the driver-side guide rail unit and along the passenger-side guide rail unit about a roller axis, each of the roller units having an axis and a mounting section coupled to the at least one hinge unit, wherein the hinge axis and the roller axis are coaxially aligned, and wherein the mounting section is not fastened to the hinge unit to allow the mounting section to rotate when coupled to the at least one hinge unit.

Claims

1. A closure system (24) for a motor vehicle (10) having a cargo box (18), the closure system (24) comprising: a closure panel (26) extending along opposite side edge portions (42C, 42D) between opposite end portions (42A, 42B), the closure panel (26) being movable between a deployed position and a retracted position and having a plurality of slats (40), wherein adjacent pairs of the plurality of slats (40) are pivotally connected to each other by at least one hinge unit (50) to facilitate relative pivotal movement between the adjacent pairs of the plurality of slats (40) about a hinge axis (HA), wherein the at least one hinge unit includes a male barrel (53) for nesting within a female barrel to provide the pivotal connection; a guide rail mechanism (68) comprising a driver-side guide rail unit (80) configured to be mounted to the cargo bed (18) and extending adjacent one of the opposing side edge portions (42C) and a passenger-side guide rail unit (82) configured to be mounted to the cargo bed (18) and extending adjacent the other of the opposing side edge portions (42D); and a plurality of roller units (70), each of the roller units (70) having a shaft (72), at least one roller, and a mounting section (72A), the at least one roller being supported by a roller supporting section (72C) of the shaft (72) for rolling movement about a roller axis (RA) along the driver-side guide rail unit (80) and along the passenger-side guide rail unit (82), the mounting section (72A) being coupled to the male cylinder of the at least one hinge unit (50), wherein the hinge axis (HA) and the roller axis (RA) are coaxially aligned, wherein each of the roller units (70) includes a first roller (74) and a second roller (76), wherein the driver-side guide track unit (80) and the passenger-side guide track unit (82) each include a first roller surface (100) and a second roller surface (102), wherein the first roller (74) is configured for rolling engagement with the first roller surface (100) and the second roller (76) is configured for rolling engagement with the second roller surface (102).

2. The closure system (24) according to claim 1, wherein: The first roller (74) is spaced from the second roller surface (102) and the second roller (76) is spaced from the first roller surface (100).

3. The closure system (24) according to claim 2, wherein: The first roller surface (100) has a stepped portion (90A) forming a gap (104) at a portion of the first roller surface (100) covering the second roller (76).

4. The closure system (24) according to claim 3, wherein: The first roller surface (100) extends only along one side of the roller axis (RA), and the second roller surface (102) extends only along a side of the roller axis (RA) that is diametrically opposite to the first roller surface (100).

5. The closure system (24) of claim 1, further comprising: a first power-operated drive unit (25) and a storage box (230) including a roll-up mechanism (242), the first power-operated drive unit (25) and the storage box (230) being configured to be installed in the cargo bed; a chain linkage (160) having a first portion (164A, 166A) connected to the closure panel (26) and a second portion (164B, 166B) connected to the roll-up mechanism (242); as well as A control system for controlling actuation of the first power-operated drive unit (25) to move the closure panel (26) between the retracted position within the roll-up mechanism (242) stored in the storage box (230) and the deployed position enclosing the cargo box (18).

6. The closure system (24) according to claim 5, wherein: The rolling mechanism (242) includes a coiled rolling channel (242A, 242B) formed in the end panels (232, 234) of the storage box (230), and the rolling channel (242A, 242B) is suitable for receiving the chain linkage mechanism (160) and the closing panel (26) in the rolling channel when the closing panel (26) moves to the retracted position of the closing panel (26).

7. The closure system (24) of claim 6, further comprising a cable management device (252), the cable management device (252) comprising a cable (151) connecting the closure panel (26) and the chain linkage (160) to the roll-up channel (242A, 242B) and a cable guide unit (150), the cable (151) connecting the closure panel (26) and the chain linkage (160) to the roll-up channel (242A, 242B), the cable guide unit (150) connected to adjacent pairs of the shafts (72) of the roller unit (70).

8. The closure system (24) of claim 5 further comprising a trim cover (28) configured to be mounted to the cargo box (18) above the storage bin (230) and above a portion of the closure panel (26) for movement between a closed position and an open position.

9. The closure system (24) of claim 8, further comprising: a second power-operated drive unit (29) interconnected with the trim cover (28), wherein the control system controls actuation of the first power-operated drive unit (25) and the second power-operated drive unit (29) to coordinate movement of the closure panel (26) between a retracted position and an extended position of the closure panel (26) and movement of the trim cover (28) between an open position and a closed position of the trim cover (28).

10. The closure system (24) of claim 1, wherein: The mounting section is allowed to rotate when coupled to the at least one hinge unit.

11. The closure system (24) of claim 1 , wherein: The at least one hinge unit (50) includes an aperture, wherein the mounting section (72A) is coupled to the at least one hinge unit (50) within the aperture using a tolerance connection.

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