Truck body and method of manufacturing truck body

Abstract

The disclosure relates to a truck body and a method of manufacturing a truck body. The truck body (2) comprises a main truck body structure (20) for carrying a load, said main truck body structure (20) extending upwardly to a respective upper edge portion (8) at a lateral side (21) of the main truck body structure (20), and a front wall (5); wherein the main truck body structure (20) has an inner surface (7) and the main liner (12) is arranged thereon; wherein the main truck body structure (20) comprises respective reinforcing elements (10), each extending along its respective upper edge portion (8), and each reinforcing element (10) having a liner protection portion (11) projecting inwardly beyond the inner surface (7) of the main truck body structure (20) for providing protection for the main liner (12).

Description

Technical Field

[0001] The present disclosure relates to truck bodies, trucks including truck bodies, and methods of manufacturing truck bodies. Background Art

[0002] Wear resistant linings are known and are used on chutes and truck platforms to protect the base. They are usually made of natural rubber or synthetic rubber and are used to protect against hard impacts of rocks and wear caused by materials moving on and in contact with the surface of the lining element. Softer rubber materials provide good wear resistance, but in order to prevent hard impacts from penetrating the lining element, the lining element must have a greater thickness. Harder rubber materials can provide better protection against impacts, but are more susceptible to abrasive wear. Therefore, lining elements have been developed in which different materials are combined in the outwardly directed surface of the element, on which material in fragmented or granular form (such as crushed ore and crushed rock material) will move.

[0003] When such lining elements are used to protect surfaces, such as those on truck bodies, from wear, there is a problem that material can find its way under the lining element by travelling between the edge of the lining element and the surface against which the edge rests. This problem is particularly acute for truck bodies with at least partially inclined sidewalls, such as those commonly used on articulated haul trucks. Such articulated trucks can be used as both off-road articulated haul trucks, commonly used in mines or quarries, and as highway articulated trucks, commonly used in road construction and building sites. Material that gets under the lining element is problematic because it can gradually loosen the lining element from the surface to which it is attached, causing the lining element to eventually fall off. Furthermore, the truck can carry unnecessary weight, leading to higher fuel consumption and, in turn, higher costs than necessary.

[0004] To solve the above problems, the lining elements are usually equipped with an integral steel end protection which is welded to the truck body. This results in high production costs and long installation times. Summary of the invention

[0005] An object of the present invention is to alleviate, mitigate or eliminate one or more of the above-mentioned defects and disadvantages in the art, either individually or in any combination. The present invention defined herein at least partially satisfies these and other objects. Preferred embodiments are described herein.

[0006] According to a first aspect, there is provided a truck body comprising: a main truck body structure for carrying a load, the main truck body structure extending upwardly to respective upper edge portions at lateral sides of the main truck body structure to prevent the load from laterally leaving the truck body, and a front wall;

[0007] wherein the main truck body structure has an interior surface and the respective upper edge portions extend from a rear end of the main truck body structure to the front wall; and

[0008] a primary liner comprising a plurality of resilient lining elements and disposed on an interior surface of the primary truck body structure, wherein

[0009] The main truck body structure includes respective reinforcement members, each reinforcement member being integrally formed with the main truck body structure and extending along a respective upper edge portion thereof;

[0010] Each reinforcement element has a liner protection portion that projects inwardly beyond an inner surface of the main truck body structure;

[0011] The primary lining has a respective upper lining edge, the upper lining edge being located directly below the respective lining protection portion;

[0012] Each reinforcement element extends in a respective reinforcement plane and is configured to both reinforce the main truck body structure and to form an upper liner protection for the primary liner via the liner protection portion.

[0013] The advantages gained by providing the reinforcement elements on the interior of the main truck body structure are comprehensive. As described above, the reinforcement elements will both strengthen the sidewalls and form upper liner protection for the primary liner. Accordingly, the liner elements of the main truck body structure will no longer need to be provided with integral steel end protection, thereby achieving lower production costs and reduced installation time. The reduction in installation time is achieved by eliminating the step of welding the integral steel end protection to the truck body.

[0014] By providing the reinforcement element along the upper edge portion of the main truck body structure, it will be possible to protect the lining element all the way to the main truck body structure at each lateral side of the main truck body structure.

[0015] According to some embodiments, each reinforcement element has, in said respective reinforcement plane, a reinforcement element extension transverse to the extension of its associated upper edge portion, which reinforcement element extension is at least five times the thickness of the upper lining edge.

[0016] This may be advantageous because it allows providing a relatively high upper steel structure of the truck body at a level where the need for protective lining elements is not too high. Thus, the use of lining can be optimized, i.e. reduced at the upper part of the truck body where wear is not severe. This further allows maximizing the useful load capacity of the truck body without compromising the wear resistance of the truck body. These relative dimensions of the reinforcing elements effectively allow providing an upper protective frame defining the top opening of the truck body and increasing the structural integrity of the main truck body structure.

[0017] However, it is conceivable to provide reinforcing elements of other sizes. As an example, the reinforcing element extension may be shorter, for example at least 2, 3 or 4 times the thickness of the upper lining edge. Alternatively, the reinforcing element extension may be longer, for example 5, 10 or 20 times (the thickness of the upper lining edge). For example, the reinforcing element extension may be in the range of 1-2 meters. Alternatively, the reinforcing element extension may be shorter. As an example, the reinforcing element extension may be 2 to 20 mm. This means that the reinforcing element may be a vane or a rim. Such a vane may be, for example, a steel plate welded to be integrally formed with the truck body structure.

[0018] The truck body can be designed to be used on an articulated truck. In other words, the truck body can be an articulated truck body. As those skilled in the art will readily appreciate, an articulated truck consists of two parts, i.e., a front tractor and a trailer, wherein the truck compartment is carried by the trailer. Unlike a rigid truck, an articulated truck has a pivot joint between the front tractor and the trailer, enabling the vehicle to turn more sharply and remain stable on rough terrain. An articulated truck may have three or more axles. The truck body and its payload are typically positioned on a trailer, which may have 2 axles or more, which are separated from the front tractor having 1 axle or multiple axles by a pivot joint. An articulated truck typically has a hoist cylinder connected to the side of the truck body. An articulated truck may be an off-road truck, typically used in construction, earthmoving, mining, quarrying, infrastructure projects, and forestry. Thus, the truck body of the present disclosure may be an "off-road articulated truck body", also referred to herein as an "articulated haul truck body". Alternatively, an articulated truck may also be an on-road truck, typically used for construction and road construction, etc. Thus, alternatively, the truck body of the present disclosure may be an "on-road articulated truck body".

[0019] The main difference between off-road rigid trucks and off-road articulated trucks is size, with off-road rigid trucks typically being much larger with payload capacities in the 35-450 tonne range, while off-road articulated trucks are typically smaller with payload capacities in the 15-65 tonne range. Articulated off-road truck bodies may be 2000-4000 / 4000-8000 / 1000-2500mm (W / L / H) with a volume SAE2:1 stack range of 10m 3 Up to 35m 3 The dimensions of the rigid off-road haul truck body may be 3600-10000 / 8000-14000 / 2500-5000mm (W / L / H) and the volume SAE2:1 stack range is 25m 3 Up to 300m 3 Rigid off-road haul trucks have a rigid chassis with a non-flexible frame. Rigid haul trucks are often used in mining, quarrying, and large infrastructure projects. Rigid haul trucks typically have two axles between which the body and payload are positioned, with a weight distribution of approximately 33% front and 67% rear. Rigid haul trucks typically have lift cylinders attached to the bottom portion of the truck body.

[0020] In other words, the truck body of the present disclosure can be used for off-road as well as on-road articulated trucks. However, the truck body of the present disclosure should not be construed as being limited to articulated trucks. Alternatively, the truck body of the present disclosure can be used for rigid trucks.

[0021] As used herein, the term "integrally formed" and variations of the term are to be interpreted as a component that is molded as a single piece, or a component that is multiple pieces attached to one another, such as by welding.

[0022] According to some embodiments, the respective reinforcing element planes are substantially parallel to each other. As used herein, this should be interpreted as the respective reinforcing element planes being arranged within + / -5° relative to each other. Alternatively, the respective reinforcing element planes are not parallel to each other. The respective reinforcing element planes may form an angle in the range of 1° to 30° with each other.

[0023] Each lining protection portion may protrude over the upper lining edge of the primary lining by a distance at least equal to the thickness of the upper lining edge. However, it is conceivable to have an even greater overlap such that the lining protection portion protrudes over and beyond the upper lining edge. Thus, in an alternative embodiment, each lining protection portion may protrude over the upper edge of the primary lining by a distance at least equal to 1.0 to 1.5 times the thickness of the upper lining edge. Providing a lining protection portion that protrudes over and beyond the upper lining edge may be advantageous as it may further strengthen the sidewall as well as provide further protection against the primary lining.

[0024] According to some embodiments, the main truck body structure comprises a bottom and two opposing side walls, wherein each of the opposing side walls has a respective one of the upper edge portions. As used herein, the term "bottom" is used to define a portion of the main truck body structure that is primarily used as a load-bearing surface for the truck body, while the term "side wall" is used to define a portion of the main truck body structure that is primarily used to prevent loads from falling from the bottom. This means that the bottom is arranged substantially horizontally, while the side walls have extensions having vertical components.

[0025] It should be understood that, alternatively, the truck body of the present disclosure may have a less well-defined shape. As an example, the truck body of the present disclosure may have a main truck body structure that is curved to achieve load supporting and load blocking functions. Such a truck body may have a main truck body structure that follows a single curved path between respective upper edge portions. Such a truck body may, for example, have a semi-cylindrical shape.

[0026] According to some embodiments, each of the opposing side walls follows a curved path along at least a portion of the extension from the base to its respective upper edge portion.

[0027] According to some embodiments, each of the opposing side walls follows a planar path along at least a portion of the extension from the base to its respective upper edge portion.

[0028] According to some embodiments, the base follows a curved path between the opposing side walls along at least a portion of the extension.

[0029] According to some embodiments, the base follows a planar path between the opposing side walls along at least a portion of the extension.

[0030] According to some embodiments, each side wall includes a lower portion connected to the bottom, wherein the lower portion forms an angle of inclination relative to the upper edge portion at the intersection therebetween. The angle of inclination may be in the range of 115° to 160°, or 120° to 155°, or 125° to 150°, or 130° to 145°, or 130° to 140°, or approximately 135°. The inclined lower portion may provide a generally tapered shape for the truck body. This tapered shape may be beneficial because it creates space at the bottom end of the truck body, freeing up space for the truck tires. This allows the truck body to be mounted at a lower position on the truck chassis, thereby reducing the overall height of the truck and providing a lower center of gravity.

[0031] According to some embodiments, the lower side portion is connected to the bottom portion by a curved transition portion. This prevents the load from getting stuck in the corners of the truck body.

[0032] According to some embodiments, the liner protection portion and a corresponding upper liner edge thereunder protrude substantially perpendicularly from the inner surface of the main truck body structure.

[0033] According to some embodiments, the reinforcement element is divided into two or more reinforcement element units.

[0034] According to some embodiments, each reinforcement element has a double wall structure with a hollow interior. This may provide a strong and lightweight solution.

[0035] According to some embodiments, the front wall further comprises a reinforcement element that is integrally formed with the front wall and extends along an upper edge portion of the front wall.

[0036] The reinforcement element may be divided into two or more reinforcement element units.

[0037] The front wall may be covered by a front wall lining. The front wall lining may comprise a plurality of elastic lining elements.

[0038] According to a second aspect, there is provided a truck comprising a truck body according to the first aspect.

[0039] According to a third aspect, there is provided a method for manufacturing a truck body having: a front wall; a main truck body primary structure extending upwardly to respective upper edge portions at lateral sides of the main truck body primary structure to prevent loads from laterally leaving the truck body; and a primary liner, the method comprising:

[0040] forming a main truck body structure with respective reinforcement elements, each reinforcement element being integrally formed with the main truck body structure and extending along a respective upper edge portion thereof, wherein each reinforcement element extends in a respective reinforcement element plane and has a reinforcement element extension in said plane that is transverse to the extension of its associated upper edge portion, such that the respective reinforcement element has a respective liner protection portion that projects inwardly beyond an inner surface of the main truck body structure, and such that the respective reinforcement element both reinforces the main truck body structure and forms a respective upper liner protection for the main liner via its respective liner protection portion, and

[0041] A primary liner is then attached to the interior surface of the primary truck body structure, the primary liner comprising a plurality of resilient liner elements and having respective upper liner edges positioned directly beneath and protected by respective ones of the liner protection portions.

[0042] According to some embodiments, each reinforcement element extension is at least five times the thickness of the upper liner edge portion.

[0043] According to some embodiments, forming the main truck body structure with reinforcement elements includes forming respective reinforcement elements to extend along substantially the entire length of the main truck body structure from a front wall to a rear end of the haul truck body.

[0044] According to some embodiments, forming the main truck body structure with the reinforcement element includes forming the reinforcement element with a double wall structure and a hollow interior. In other words, forming the main truck body structure with the reinforcement element may include forming the reinforcement element to define a double wall structure and a hollow interior.

[0045] The effects and features of the second and third aspects are largely similar to those described above in conjunction with the first aspect. The embodiments mentioned with respect to the first aspect are largely compatible with the second and third aspects. It should also be noted that the concept of the present invention relates to all possible feature combinations, unless otherwise explicitly stated.

[0046] From the detailed description given below, further scope of applicability of the present disclosure will become apparent. However, it should be understood that the detailed description and specific examples, although indicating preferred embodiments of the present disclosure, are given by way of illustration only, because various changes and modifications within the scope of the present disclosure will become apparent to those skilled in the art from the detailed description.

[0047] Therefore, it should be understood that the present disclosure is not limited to the specific components of the described equipment or the steps of the described method, because the equipment and method can change. It should also be understood that the terms used herein are only for describing specific embodiments, rather than for limiting. It must be noted that, as used in the specification and the appended claims, the articles "a", "an", "the" and "said" are intended to indicate the presence of one or more elements, unless the context clearly indicates otherwise. Therefore, for example, mentioning "a unit" or "the unit" can include several devices, etc. In addition, the words "comprise", "comprises", "contains", "contains" and similar expressions do not exclude other elements or steps. BRIEF DESCRIPTION OF THE DRAWINGS

[0048] The present disclosure will be described in more detail, by way of example, with reference to the accompanying drawings, which show currently preferred embodiments of the present disclosure.

[0049] Figure 1 A side view of an articulated haul truck is shown in accordance with an embodiment of the present disclosure.

[0050] Figure 2 A perspective view of a truck body is shown according to an embodiment of the present disclosure.

[0051] Figure 3 Shows Figure 2Side view of truck body.

[0052] Figure 4 Shows Figure 2 Rear view of truck body.

[0053] Figure 5 Shows Figure 2 A perspective view of the front half of a truck body.

[0054] Fig. 6A Shows Figure 2 Cross section of the upper side of a truck body with the primary lining in place.

[0055] Figure 6B Shows Fig. 6A A cross section of the upper side of a truck body, but with the main lining removed.

[0056] Fig. 7A A schematic cross-sectional front view of a truck body is shown according to another embodiment of the present disclosure.

[0057] Figure 7B A schematic cross-sectional front view of a truck body is shown according to another embodiment of the present disclosure.

[0058] Figure 7C A schematic cross-sectional front view of a truck body is shown according to another embodiment of the present disclosure. DETAILED DESCRIPTION

[0059] The present disclosure will now be described more fully hereinafter with reference to the accompanying drawings, in which currently preferred embodiments of the present disclosure are shown. However, the present disclosure may be implemented in many different forms and should not be construed as limited to the embodiments set forth herein; on the contrary, these embodiments are provided for thoroughness and completeness and to fully convey the scope of the present disclosure to those skilled in the art.

[0060] Figure 1 An exemplary embodiment of a truck 1 is shown, the truck 1 comprising a haul truck body 2 of metallic material, the haul truck body comprising a liner. Figure 1The truck 1 shown is an articulated truck. As those skilled in the art will readily appreciate, an articulated truck consists of two parts (a front tractor 30 and a trailer 31). Unlike rigid trucks, an articulated truck has a pivot joint A between the front tractor 30 and the trailer 31, allowing the vehicle to turn more sharply and remain stable on rough terrain. An articulated truck can have three axles 4a, 4b or more axles. The truck body 2 and its payload are usually positioned on the trailer 31, which can have two axles 4b or more axles, and the axle 4b is separated from the front tractor 30 having one axle 4a or more axles by a pivot joint A. An articulated truck usually has a lifting cylinder 32 connected to the side of the truck body 2. An articulated truck can be an off-road truck, which is usually used in construction, earthmoving, mining, quarrying, infrastructure projects and forestry. Thus, the truck bodies 2, 100, 200, 300 of the present disclosure may be "off-road articulated truck bodies", also referred to herein as "articulated haul truck bodies". Alternatively, the articulated truck 1 may be a highway truck, typically used for construction and road construction etc. Thus, alternatively, the truck bodies 2, 100, 200, 300 of the present disclosure may be "highway articulated truck bodies".

[0061] The main difference between off-road rigid trucks and off-road articulated trucks is size, with off-road rigid trucks typically being much larger with payload capacities in the 35-450 tonne range, while off-road articulated trucks are typically smaller with payload capacities in the 15-65 tonne range. Articulated off-road truck bodies may be 2000-4000 / 4000-8000 / 1000-2500mm (W / L / H) in size, with a volume SAE2:1 heap range of 10m 3 Up to 35m 3 The dimensions of the rigid off-road haul truck body may be 3600-10000 / 8000-14000 / 2500-5000mm (W / L / H) and the volume SAE2:1 stack range is 25m 3 -300m 3 Rigid off-road haul trucks have a single rigid chassis with a non-flexible frame. Rigid trucks are often used in mining, quarrying and large infrastructure projects. Rigid trucks typically have two axles between which the body and payload are positioned, with a weight distribution of approximately 33% front and 67% rear. Rigid haul trucks typically have lift cylinders attached to the bottom portion of the truck body.

[0062] In other words, the truck bodies 2, 100, 200, 300 of the present disclosure may be used on off-road as well as on-road articulated haulers 1. However, the truck bodies 2, 100, 200, 300 of the present disclosure should not be construed as being limited to only articulated haulers 1. Alternatively, the truck bodies 2, 100, 200, 300 of the present disclosure may be used on rigid haulers.

[0063] exist Figure 2-6B An exemplary embodiment of a truck body 2 is shown in more detail in . The truck body 2 includes a main truck body structure 20 for carrying a load. Such a load may be, for example, sand, stone, gravel, ore, etc., but may alternatively be other kinds of materials and / or items. The main truck body structure 20 extends upwardly at lateral sides 21 of the main truck body structure 20 to respective upper edge portions 8 to prevent the load from laterally leaving the truck body 2. The truck body has a front wall 5 that defines a front portion of the truck body 2. The main truck body structure 20 extends from the front wall 5 to its rear end 9. As shown in FIG. Figure 2-Figure 4 As shown, a corresponding upper edge portion 8 also extends from the front wall 5 to the rear end 9. The main truck body structure 20 has an inner surface 7.

[0064] like Figure 2 and Figure 5 As best shown, the main truck body structure 20 of the exemplary embodiment includes a bottom 15 and two opposing side walls 6. Each of the opposing side walls 6 has a respective one of the upper edge portions 8. Each of the opposing side walls 6 follows a curved path along at least a portion of its extension from the bottom 15 to its respective upper edge portion 8. Each of the opposing side walls 6 follows a planar path along at least a portion of its extension from the bottom 15 to its respective upper edge portion 8. For the exemplary embodiment, each side wall 6 includes a lower side portion 22 connected to the bottom 15, wherein the lower side portion 22 forms an inclined angle V relative to the upper edge portion 8 at the intersection therebetween, see Figure 5 The tilt angle V may be in the range of 115° to 160°, or 120° to 155°, or 125° to 150°, or 130° to 145°, or 130° to 140°, or about 135°. For this example embodiment, the tilt angle V is 135°. Figure 5 As shown, the lower part 22 is connected to the base 15 via a curved transition part 23 .

[0065] The primary lining 12 is arranged to cover the inner surface 7 of the main truck body structure 20. The primary lining 12 includes a plurality of resilient lining elements 3a, 3b, 3c. The lining elements 3a, 3b, 3c may include rubber or polyurethane, etc. The lining elements 3a, 3b, 3c may also include steel inserts to provide structural strength. The lining elements 3a, 3b, 3c may be fastened to the main truck body structure 20 by fastening bolts, etc. Figure 5 As best shown, the primary lining 12 may include lining elements of different sizes and thicknesses. The lining element 3a is used on the side wall 6 and has a thickness W1, while the lining element 3b is used on the bottom 15 and has a thickness W2. Figure 5As best shown, the thickness W1 is less than the thickness W2. The thickness of the lining elements 3a, 3b is usually at least 30mm. Typically and by way of example only, the thickness of the lining element 3b arranged at the bottom 15 and the corner is 50 to 150mm, while the thickness of the lining element 3a arranged on the side wall 6 is between 30 and 130mm. The lining elements 3a and 3b are planar, while the lining element 3c arranged on the curved transition portion 23 is also curved to follow the curved shape of the curved transition portion 23 and provide a smooth transition between the lining element 3a and the lining element 3b. In an exemplary embodiment, the lining element 3c has the same thickness W2 as the lining element 3b. However, it is conceivable to provide a lining element 3c with different thicknesses so that it has a thickness W2 at the intersection with the lining element 3b and a thickness W1 at the intersection with the lining element 3a. This advantageously eliminates any edges and / or depressions in the lining surface.

[0066] The main truck body structure 20 also includes respective reinforcement elements 10, each of which is integrally formed with the truck body structure 20 and extends along an upper edge portion 8 thereof. Each reinforcement element 10 has a liner protection portion 11 that projects inwardly beyond the inner surface 7 of the main truck body structure 20. The primary liner 12 has a respective upper liner edge 13 that is located directly below the respective liner protection portion 11. Fig. 6A and Figure 6B Each reinforcement element 10 is configured to both reinforce the main truck body structure 20 and form an upper liner protection for the primary liner 12 via the liner protection portion 11 .

[0067] like Figure 2 As shown, each reinforcing element 10 extends in a respective reinforcing element plane P1, P2 and has a reinforcing element extension E1, E2 in said plane P1, P2, which is transverse to the extension T1, T2 of its associated upper edge portion 8. The reinforcing element extension E1, E2 is at least five times the thickness W1 of the upper lining edge 13. For the exemplary embodiment, the respective reinforcing element planes P1 and P2 are substantially parallel to each other. However, it is also conceivable that the reinforcing element planes P1 and P2 are angled relative to each other.

[0068] like Figure 6B As best shown in FIG. 1 , each liner protection portion 11 may protrude beyond the upper liner edge 13 of the primary liner 12 by a distance W3 that is at least equal to the thickness W1 of the upper liner edge 13. However, it is contemplated to have an even greater overlap such that the liner protection portion 11 protrudes beyond and beyond the upper liner edge 13. Thus, in an alternative embodiment, each liner protection portion 11 may protrude beyond the upper liner edge 13 of the primary liner 12 by a distance that is at least equal to 1.0 to 1.5 times the thickness W1 of the upper liner edge 13.

[0069] like Fig. 6A and Figure 6B As best shown, the lining protection portion 11 and the corresponding upper lining edge 13 located therebelow protrude substantially perpendicularly from the inner surface 7 of the truck body structure 20 .

[0070] The reinforcement element 10 may be divided into two or more reinforcement element units. For such an exemplary embodiment, two or more reinforcement element units may be individually attached to the main truck body structure 20, such as by welding, thereby providing a reinforcement element 10 extending from the front wall 5 all the way to the rear end 9. Figure 5 , Fig. 6A and Figure 6B As best shown in FIG. 1 , each reinforcement element 10 may have a double wall structure 10a, 10b with a hollow interior 24. This provides a strong and lightweight solution.

[0071] like Figure 3 As best shown in the figure, the front wall 5 can also include a reinforcing element 25, which is integrally formed with the front wall 5 and extends along the upper edge portion 26 of the front wall 5. The reinforcing element 25 can be divided into two or more reinforcing element units. For exemplary embodiments, the reinforcing element 25 forms a part of the canopy 18. The front wall 5 can be covered by the front wall lining 17. The front wall lining 17 can include a plurality of lining elements 3. For exemplary embodiments, the front wall lining 17 can include an elastomeric lining element 3 of the same type as the elastomeric lining element (i.e., lining element 3a) arranged on the side wall 6. Therefore, typically, the thickness of the lining element 3 arranged on the front wall is between 30mm and 130mm. However, it is conceivable to provide an alternative lining element, such as a non-elastic lining element. This non-elastic lining element can be, for example, a steel lining element.

[0072] The reinforcing element 25 has a lining protection portion 27 which protrudes inwardly beyond the inner surface of the front wall 5. The lining protection portion 27 may protrude beyond the upper edge of the lining element 3 constituting the front wall lining 17 by a distance at least equal to the thickness of the lining element 3, as shown in FIG. Figure 3 However, it is conceivable to have an even greater overlap, such that the lining protection portion 27 protrudes over and beyond the upper edge of the lining element 3, as also described with reference to the lining protection portion 10 extending along the upper edge portion 8 of the main truck body structure 20.

[0073] According to a first method of manufacturing the truck body 2, the main truck body structure 20 and the front wall 5 are molded as a single piece with the reinforcing elements 10 and the optional reinforcing elements 25, so that each reinforcing element 10 protrudes inwardly beyond the inner surface 7 of the main truck body structure 20. Thereafter, the haul truck body 2 is provided with the main lining 12 on the inner surface 7 of the main truck body structure 20 and the front wall lining 17 on the front wall 5.

[0074] Alternatively, the main truck body structure 20 and the front wall 5 are formed separately. Still alternatively, the bottom 15, the side walls 6, and the front wall 5 are all formed separately. Thereafter, the reinforcing element 10 is formed and attached to the main truck body structure 20 of the haul truck body 2. Optionally, the reinforcing element 25 is formed and attached to the main truck body structure 20. As a final step, the haul truck body 2 is provided with the main lining 12 on the inner surface 7 and the front wall lining 17 on the front wall 5 in the same manner as described above.

[0075] The main truck body structure 20, 120, 220, 320 of the present disclosure may have alternative shapes. 7A to 7C Schematically illustrated are three alternative non-limiting examples in the drawings. These figures show a cross section of a truck body 100, 200, 300 in front view according to the alternative embodiment of the present disclosure shown. In these figures, the same features have the same reference numerals. A person skilled in the art realizes that the front wall (not shown) naturally must correspond geometrically to the corresponding shape of the main truck body structure and is therefore not shown here.

[0076] Fig. 7A A cross-sectional view of a truck body 100 according to an alternative embodiment of the present disclosure is shown. Truck body 100 differs from truck body 2 in that the main truck body structure 120 is semi-cylindrical. Therefore, the inner surface 107 of the main truck body structure 120 follows a curved path along the entire extension from one of the upper edge portions 108 via the side walls 106 and the bottom 115 to the other upper edge portion 108. Here, the main lining 112 is composed of a lining element 3d, which is designed to be curved, or alternatively, is forced into a curved shape when installed on the curved inner surface 107. The thickness of the lining element 3d is less than the thickness of the aforementioned lining element 3a. In addition, the reinforcement element 110 of the truck body 100 differs from the reinforcement element described in detail for truck body 2 in that the reinforcement element is an integral solid reinforcement element 110. This provides stable reinforcement for the side walls 106 and the main lining 112. The dimensions of the solid reinforcement element 110 can be compared to those of the reference lining 107. Figure 2 The dimensions of the reinforcement elements 10 described are substantially the same. Fig. 7A As can be seen in the figure, the lining protection portion 11 protrudes over and beyond the upper lining edge 113. This can provide better protection for the main lining 112.

[0077] Figure 7B A cross-sectional view of a truck body 200 according to an alternative embodiment of the present disclosure is shown. Fig. 7A The truck body 100 described differs only in that the main truck body structure 220 has different dimensions on the reinforcing elements 210 at the upper edge portions 208 thereof on each opposing side wall 206. The remaining features are the same as Fig. 7A In particular, the inner surface 207 of the main truck body structure 220 also follows a curved path along the entire extension from one upper edge portion 208 via the sidewalls 206 and the bottom 215 to the other upper edge portion 208, and the same primary lining 112 covers the inner surface 207. Turning to the different points, Figure 7B Each reinforcement element 210 is shown to have a reinforcement element extension E1 , E2 which is approximately 2 times the thickness W1 of the upper lining edge 113. Thus, the extension E1 , E2 of the reinforcement elements 210 of the truck body 200 is shorter than the extension E1 , E2 of the truck body 100.

[0078] Figure 7C A cross-sectional view of a truck body 300 according to yet another alternative embodiment of the present disclosure is shown. Fig. 7A The truck body 100 described differs only in that the main truck body structure 320 has a different shape. Specifically, the main truck body structure 320 has a rounded bottom 315 that is interconnected with the substantially flat side walls 306 by a curved transition portion 323. The side walls 306 are connected at respective upper edge portions 308 to a reinforcing element 310 that is similar to the reinforcing element 310 of reference 1. Fig. 7A The reinforcement element of the truck body 100 described above is different in that the liner protection portion 311 is inclined so as to protrude substantially perpendicular to the inner surface 307 of the main truck body structure 320. The inclination angle V can be in the range of 115° to 160°, or 120° to 155°, or 125° to 150°, or 130° to 145°, or 130° to 140°, or about 135°. Figure 7C In the exemplary embodiment shown, the inclination angle V is 155°. The primary lining 312 is distributed on the inner surface 307 and includes two lining elements 3a and 3e. The lining element 3a is in contact with the reference Figure 2 The lining elements used on the described truck body 2 are identical, but the lining element 3e is curved.

[0079] It should be understood that other variations are contemplated in the invention and that, in some cases, some features of the invention may be used without the corresponding use of other features.It is appropriate, therefore, that the appended claims be interpreted broadly in a manner consistent with the scope of the invention.

[0080] For example, the reinforcement element 10 may be divided into two or more reinforcement element units.

[0081] Naturally, the number, size and shape of the components of the truck body 2 may be varied in any suitable manner without departing from the scope of the present disclosure.

Claims

1. A truck body (2, 100, 200, 300), comprising: a main truck body structure (20, 120, 220, 320) for carrying a load, the main truck body structure extending upwardly to respective upper edge portions (8, 108, 208, 308) at lateral sides (21) of the main truck body structure (20, 120, 220, 320) to prevent the load from laterally leaving the truck body (2, 100, 200, 300); and a front wall (5); wherein the main truck body structure (20, 120, 220, 320) has an inner surface (7, 107, 207, 307) and the corresponding upper edge portion (8, 108, 208, 308) extends from a rear end (9) of the main truck body structure to the front wall (5); and A primary lining (12, 112, 212, 312) comprising a plurality of resilient lining elements (3a, 3b, 3c, 3d, 3e) and arranged on an inner surface (7, 107, 207, 307) of the primary truck body structure, wherein The main truck body structure (20, 120, 220, 320) includes respective reinforcement elements (10, 110, 210), each of the reinforcement elements being integrally formed with the main truck body structure (20, 120, 220, 320) and extending along a respective upper edge portion (8, 108, 208, 308) thereof; Each of the reinforcing elements (10, 110, 210) has a lining protection portion (11) that projects inwardly beyond the inner surface (7, 107, 207, 307) of the main truck body structure (20, 120, 220, 320); The primary lining (12, 112, 212, 312) has a respective upper lining edge (13), the respective upper lining edge (13) being positioned directly below the respective lining protection portion (11); Each reinforcement element (10, 110, 210) extends in a respective reinforcement element plane (P1, P2) and is configured to both reinforce the main truck body structure (20, 120, 220, 320) and form an upper liner protection for the primary liner (12, 112, 212, 312) through the liner protection portion (11).

2. A truck body (2, 100, 300) according to claim 1, wherein each of the reinforcing elements (10, 110, 210) has a reinforcing element extension (E1, E2) in the respective reinforcement plane (P1, P2), the reinforcing element extension being transverse to the extension (T1, T2) of its associated upper edge portion (8, 108, 308), the reinforcing element extension (E1, E2) being at least five times the thickness (W1) of the upper lining edge (13).

3. Truck body (2, 100, 200, 300) according to claim 1 or 2, wherein the respective reinforcement element planes (P1, P2) are substantially parallel to each other.

4. The truck body (2, 100, 200, 300) according to any one of claims 1 to 3, wherein the main truck body structure (20, 120, 220, 320) includes a bottom (15, 115, 215, 315) and two opposing side walls (6, 106, 206, 306), and wherein each of the opposing side walls (6, 106, 206, 306) has a corresponding one of the upper edge portions (8, 108, 208, 308).

5. A truck body (2, 100, 200) according to claim 4, wherein each of the opposing side walls (6, 106, 206) follows a curved path along at least a portion of its extension from the bottom (15, 115, 215) to its respective upper edge portion (8, 108, 208).

6. A truck body (2, 300) according to claim 4 or 5, wherein each of the opposing side walls (6, 306) follows a planar path along at least a portion of its extension from the base (15, 315) to its respective upper edge portion (8, 308).

7. A truck body (100, 200, 300) according to any one of claims 4 to 6, wherein the bottom (115, 215, 315) follows a curved path between opposing side walls (106, 206, 306) along at least a portion of its extension.

8. A truck body (2) according to any one of claims 4 to 7, wherein the bottom (15) follows a planar path between the opposing side walls (6) along at least a portion of its extension.

9. The truck body (2, 300) according to claim 4, wherein each side wall (6, 306) includes a lower portion (22, 322) connected to the bottom (15, 315), wherein the lower portion (22, 322) forms an inclined angle (V) relative to the upper edge portion (8, 308) at the intersection therebetween.

10. Truck body (2, 300) according to claim 9, wherein the lower side portion (22, 322) is connected to the bottom portion (15, 315) via a curved transition portion (23, 323).

11. A truck body (2, 100, 200, 300) according to any one of claims 1 to 10, wherein the lining protection portion (11) and the corresponding upper lining edge (13, 113, 213, 313) located therebelow protrude substantially perpendicularly to the inner surface (7, 107, 207, 307) of the main truck body structure (20, 120, 220, 320).

12. Truck body (2) according to any one of claims 1 to 11, wherein the reinforcement element (10) is divided into two or more reinforcement element units.

13. A truck body (2) according to any one of claims 1 to 12, wherein each reinforcement element (10) has a double-walled structure (10a, 10b) with a hollow interior (24).

14. A truck body (2) according to any one of the preceding claims, wherein the front wall (5) further comprises a reinforcing element (25) which is integrally formed with the front wall (5) and extends along an upper edge portion (26) of the front wall (5).

15. A truck (1) comprising a truck body (2, 100, 200, 300) according to any one of the preceding claims.

16. A method for manufacturing a truck body (2, 100, 200, 300) having: a front wall (5); a main truck body structure (20, 120, 220, 320) extending upwardly to respective upper edge portions (8, 108, 208, 308) at lateral sides (21) of the main truck body structure (20, 120, 220, 320) to prevent loads from laterally leaving the truck body (2, 100, 200, 300); and a primary liner (12, 112, 212, 312), the method comprising: A main truck body structure (20, 120, 220, 320) is formed with a corresponding reinforcement element (10, 110, 210), each reinforcement element being integrally formed with the main truck body structure (20, 120, 220, 320) and extending along its corresponding upper edge portion (8, 108, 208, 308), wherein each reinforcement element (10, 110, 210) extends in a corresponding reinforcement element plane (P1, P2) and has a reinforcement element extension (E1, E2) in said plane (P1, P2) which is transverse to the extension (T1, T2) of its associated upper edge portion (8, 108, 308) so that the corresponding reinforcement element (10, 110, 210) has a corresponding liner protection portion (11). The respective lining protection portion protrudes inwardly beyond the inner surface (7, 107, 207, 307) of the main truck body structure (20, 120, 220, 320), and the respective reinforcing element (10, 110, 210) both reinforces the main truck body structure (20, 120, 220, 320) and forms a respective upper lining protection of the primary lining (12, 112, 212, 312) through its respective lining protection portion (11), and The primary lining (12, 112, 212, 312) is then attached to the inner surface (7, 107, 207, 307) of the main truck body structure (20, 120, 220, 320), the primary lining (12, 112, 212, 312) comprising a plurality of resilient lining elements (3a, 3b, 3c, 3d, 3e) and having a respective upper lining edge (13, 113, 213, 313) positioned directly beneath and protected by a respective one of the lining protection portions (11).

17. A method according to claim 16, wherein each reinforcement element extension (E1, E2) is at least five times the thickness (W) of the upper lining edge portion (13, 113, 213, 313).

18. The method of claim 16 or 17, wherein the step of forming the main truck body structure (20, 120, 220, 320) with the reinforcement element (10, 110, 210) comprises: A respective reinforcement element (10, 110, 210) is formed to extend substantially along the entire length of the main truck body structure (20, 120, 220, 320) from the front wall (5) to the rear end (9) of the haul truck body (2, 100, 200, 300).

19. The method of any one of claims 16 to 18, wherein the step of forming the main truck body structure with the reinforcement element comprises: The reinforcing element (10) is formed to define a double-walled structure (10a, 10b) and a hollow interior (24).

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