Vehicle sleeping berth plate, vehicle sleeping berth structure and truck

Abstract

The invention discloses a vehicle sleeping berth plate, a vehicle sleeping berth structure and a truck, the vehicle sleeping berth plate comprises a first plate body and a wrapping edge, the first plate body comprises a multi-layer structure and a second foaming layer, the second foaming layer is in foaming connection and wraps the peripheral wall of the multi-layer structure, and the wrapping edge at least wraps the peripheral wall of the second foaming layer. Therefore, the sleeping berth plate for the vehicle has good structural strength, and the service life of the sleeping berth plate for the vehicle is conveniently prolonged.

Description

Technical Field

[0001] This invention relates to the field of automotive technology, and in particular to a vehicle sleeper berth, a vehicle sleeper structure, and a truck. Background Technology

[0002] To meet the rest needs of truck users during long-distance transportation, sleeper berths are usually installed in the truck cab. However, the strength of the sleeper berth is relatively low. During long-term use, due to frequent getting in and out of bed, the bumps and vibrations of the vehicle, and the daily load-bearing pressure, it is prone to deformation, cracking, or even breakage. This not only affects the user's rest comfort but also poses certain safety hazards, which is not conducive to the long-term use and durability of the sleeper berth. Summary of the Invention

[0003] The present invention aims to at least solve one of the technical problems existing in the prior art. To this end, the present invention proposes a vehicle sleeper berth, a vehicle sleeper structure, and a truck, wherein the vehicle sleeper berth has good structural strength, which facilitates improving the service life of the vehicle sleeper berth.

[0004] According to a first aspect of the present invention, a vehicle sleeper berth includes: a first board body and an edge banding. The first board body includes a multilayer structure and a second foam layer. The second foam layer is foamed and connected to and covers the outer peripheral wall of the multilayer structure. The edge banding covers at least the outer peripheral wall of the second foam layer.

[0005] According to an embodiment of the present invention, the first board body is composed of a multi-layer structure to give the first board body good structural strength. The second foam layer can fill the tiny gaps between the multi-layer structure, making the connection between each layer tighter and stronger, which is beneficial to improving the structural strength of the vehicle sleeper board. At the same time, the edge banding is at least covered on the outer peripheral wall of the second foam layer to make the second foam layer less prone to damage and deformation. Moreover, the presence of the second foam layer also makes the edge banding bonding area large, which is beneficial to improving the bonding strength, making it easier to improve the structural strength of the vehicle sleeper board, and thus improving the service life of the vehicle sleeper board.

[0006] In some embodiments, the multilayer structure includes an aluminum honeycomb core panel, a fiberglass composite layer, and a first foaming layer. Fiberglass composite layers are provided on both sides of the thickness of the aluminum honeycomb core panel, and a first foaming layer is provided on the side of each fiberglass composite layer away from the aluminum honeycomb core panel.

[0007] According to a second aspect of the present invention, a vehicle sleeper structure includes: a vehicle floor, a storage box, and a vehicle sleeper berth according to a first aspect of the present invention. The vehicle floor includes a first floor and a second floor. The upper end of the second floor is bent and connected to one width end of the first floor to define an accommodating space between the first floor and the second floor. The sleeper berth is disposed above the first floor, and one width end of the sleeper berth extends beyond the width end of the first floor so that a portion of the sleeper berth is suspended relative to the second floor. The storage box is disposed on the side of the second floor away from the accommodating space and is spaced above and below the sleeper berth. The storage box has a storage space inside.

[0008] According to the vehicle sleeper structure of the present invention, the vehicle sleeper board has good structural strength, so that a part of the sleeper board can be suspended relative to the second floor, providing space for the placement of the storage box, while the sleeper board does not easily affect the access to the storage box.

[0009] In some embodiments, the width of the aforementioned portion of the berth board is less than half the width of the berth board; and / or, the side of the storage box opposite to the second floor has a storage opening communicating with the storage space.

[0010] In some embodiments, the vehicle sleeper structure further includes an air outlet duct, which is disposed between the storage compartment and the sleeper board and spaced apart from the sleeper board. The air inlet of the air outlet duct is adapted to communicate with an air conditioning outlet, and the air outlet of the air outlet duct is connected to a vent on the storage compartment. The vents are spaced apart above the storage space so that the storage compartment covers the side of the air outlet duct away from the second panel.

[0011] In some embodiments, the vehicle sleeper structure further includes a support frame disposed between the storage compartment and the sleeper berth, and fixedly connected to a portion of the sleeper berth extending out of the first floor and the second floor, wherein the support frame is not connected to the storage compartment.

[0012] In some embodiments, the vehicle sleeper structure further includes: a foam pad and a sleeper guardrail, the foam pad being disposed on the upper side of the sleeper board, and the sleeper guardrail being disposed at one end of the width of the sleeper board, and having a protective state and an avoidance state. In the protective state, the sleeper guardrail extends above the upper surface of the foam pad, and in the avoidance state, the sleeper guardrail is located below the upper surface of the foam pad.

[0013] In some embodiments, the vehicle sleeper structure further includes a table, the table including a second plate and a bracket, the second plate being adapted to be disposed above the sleeper guardrail in a protected state, the bracket being connected to the back of the second plate and detachably engaged with the sleeper guardrail.

[0014] In some embodiments, the height of the bracket in the vertical direction is adjustable.

[0015] A truck according to a third aspect of the present invention includes: a vehicle sleeper berth according to a first aspect of the present invention or a vehicle sleeper structure according to a second aspect of the present invention.

[0016] The trucks according to embodiments of the present invention, by employing the above-described vehicle sleeper berth or the above-described vehicle sleeper structure, facilitate improved truck reliability.

[0017] Additional aspects and advantages of the invention will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of the invention. Attached Figure Description

[0018] The above and / or additional aspects and advantages of the present invention will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 A schematic diagram of a sleeper berth provided in some embodiments of this application; Figure 2 Schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 3 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 4 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 5 Exploded views of the vehicle sleeper deck structure provided in some embodiments of this application; Figure 6 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 7 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 8 Cross-sectional views of a vehicle sleeper berth structure provided in some embodiments of this application; Figure 9 Assembly diagram of storage box and air outlet duct provided for some embodiments of this application; Figure 10 This is a schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application, in which the sleeper guardrail is in a protective state; Figure 11 for Figure 10 An exploded view of the vehicle sleeper berth structure shown in the image; Figure 12 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application, in which the sleeper guardrail is in a clearance state; Figure 13Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application, in which the sleeper guardrail is in a protective state; Figure 14 Another schematic diagram of a vehicle sleeper berth structure provided in some embodiments of this application, in which the sleeper guardrail is in a protective state; Figure 15 for Figure 14 A cross-sectional view (AA) of the vehicle sleeper berth structure shown in the figure; Figure 16 for Figure 15 Enlarged view of point A circled in the image; Figure 17 for Figure 15 The enlarged view of point B circled in the image.

[0019] Figure label: 200-ton sleeper berth structure for vehicles Sleeping berth 1, first panel 11, aluminum honeycomb core panel 111, fiberglass composite layer 112, first foam layer 113, second foam layer 114, edging 12, first part 13, second part 14. 2. Sponge pad; 3. Sleeper railing; 31. First cross arm; 311. Mounting slot; 32. Second cross arm; 321. Receiving slot; 33. Movable arm. Support sleeve 4, tabletop 5, second plate 51, bracket 52, first support member 521, second support member 522, limiting member 523, locking position 53, main body 531, first flange 532, second flange 533, receiving groove 534, first buffer member 535, second buffer member 536, threaded member 537. Vehicle body floor 6, first floor 61, second floor 62, storage space 63, storage box 7, storage space 71, storage opening 72, ventilation opening 73, support frame 8, first support arm 81, second support arm 82, air outlet duct 9. Detailed Implementation

[0020] Embodiments of the present invention are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0021] The following disclosure provides numerous different embodiments or examples for implementing various structures of the invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the invention. Furthermore, reference numerals and / or letters may be repeated in different examples. Such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. Additionally, examples of various specific processes and materials are provided in this invention; however, those skilled in the art will recognize the applicability of other processes and / or the use of other materials.

[0022] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0023] Hereinafter, with reference to the accompanying drawings, a vehicle sleeper berth 1 according to a first aspect embodiment of the present invention will be described.

[0024] Please refer to Figure 1 The vehicle sleeper berth 1 includes a first plate body 11, which has a multi-layer structure. Different layers can be made of materials with different properties to meet the strength and comfort requirements of the vehicle sleeper berth 1, improve the flexibility of the vehicle sleeper berth 1, and to a certain extent enhance the structural strength of the first plate body 11.

[0025] It is understood that this application does not impose any restrictions on the specific materials of the multi-layer structure of the first plate 11, and the staff can make the selection according to the requirements of the vehicle sleeper berth 1 for strength and comfort.

[0026] In some examples, the first plate 11 adopts a multi-layer structure. The multi-layer structure can distribute external forces to various layers, effectively resisting the bumps and vibrations during vehicle operation and the pressure generated when people lie down, thereby reducing the damage such as deformation and cracking of the first plate 11, so as to extend the service life of the vehicle sleeper plate 1 and reduce replacement costs and maintenance frequency.

[0027] In other examples, the first panel 11 adopts a multi-layer structure, which also provides more possibilities for functional expansion. For example, heating wires can be embedded between different layers to achieve heating function in winter, providing users with a warm and comfortable resting environment; or sound insulation and heat insulation materials can be set in one layer to effectively reduce the impact of external noise and temperature on the interior of the berth, further improving the quality of rest; special functional materials such as antibacterial and anti-mite materials can also be added to specific layers to meet users' health and hygiene needs.

[0028] Please refer to Figure 1 The first plate 11 also includes a second foam layer 114. The second foam layer 114 is foamed and connected to and covers the outer peripheral wall of the multi-layer structure. The second foam layer 114 can fill the tiny gaps between the multi-layer structure, making the connection between the layers tighter and stronger. At the same time, the outer peripheral wall of the multi-layer structure may be uneven, and users are prone to injury when they come into contact with the outer peripheral wall. By covering the outer peripheral wall of the multi-layer structure with the second foam layer 114, and by providing a certain degree of elasticity, the user is less likely to directly contact the outer peripheral wall, thereby reducing the risk of injury. Optionally, the material of the second foam layer 114 is polyurethane (PU) foam.

[0029] As can be understood, foam bonding is a connection method that achieves adhesion and structural reinforcement between components by expanding the foam material during the curing process. Its core lies in utilizing the expansion characteristics of the foam to fill gaps and enhance the connection strength. As an example, liquid or semi-solid foam material (such as polyurethane, polyethylene, etc.) is injected into the gaps between the components to be connected or into a mold. Under specific conditions (such as temperature, pressure, and the action of a catalyst), the foam material undergoes a chemical reaction, generates gas, and expands to form a porous structure. The expanded foam material fills the gaps, and at the same time, the components are firmly connected together through mechanical interlocking or chemical bonding.

[0030] Please refer to Figure 1 The vehicle sleeper berth 1 also includes an edging 12, which covers at least the outer peripheral wall of the second foam layer 114. Foam materials generally have low strength and are prone to chipping, cracking, and deformation upon impact. By providing the edging 12 to cover the outer peripheral wall of the second foam layer 114, the second foam layer 114 is less susceptible to damage. The edging 12 also restrains the deformation of the second foam layer 114, making the structure of the sleeper berth 1 more stable. Furthermore, the presence of the second foam layer 114 increases the connection area of ​​the edging 12, improving connection strength and thus enhancing the structural strength and service life of the vehicle sleeper berth 1. It is understood that the method of fixing the edging 12 and the second foam layer 114 is not limited; for example, the edging 12 and the second foam layer 114 can be fixed by adhesive bonding.

[0031] As an example, the edging 12 is fixed to the second foam layer 114 by adhesive bonding. Compared to the edging 12 directly covering the multi-layer structure, the outer peripheral wall of the multi-layer structure may be uneven. When the edging 12 is bonded to the outer peripheral wall of the multi-layer structure, it is not easy to achieve surface contact, resulting in low bonding strength. During the use of the sleeper berth 1, the edging 12 is prone to falling off. By using the second foam layer 114 for foaming connection and covering the outer peripheral wall of the multi-layer structure, the multi-layer structure can have better connection strength. Moreover, when the edging 12 and the second foam layer 114 are bonded, it is easier to form surface contact, so that the edging 12 is less likely to fall off during the use of the sleeper berth 1, thus improving the reliability of the sleeper berth 1.

[0032] Please refer to Figure 1 The multi-layer structure includes an aluminum honeycomb core panel 111, a fiberglass composite layer 112, and a first foaming layer 113. Fiberglass composite layers 112 are provided on both sides of the thickness of the aluminum honeycomb core panel 111, and a first foaming layer 113 is provided on the side of each fiberglass composite layer 112 away from the aluminum honeycomb core panel 111.

[0033] The aluminum honeycomb core panel 111 has a unique honeycomb structure, which enables it to withstand greater pressure and shear force per unit volume. When the truck is in motion, the sleeper berth 1 is subjected to the weight of the passengers as well as the vibration and impact forces of the truck. The aluminum honeycomb core panel 111 can effectively disperse these forces, providing a stable foundation support for the entire sleeper berth 1, preventing deformation or damage to the sleeper berth 1, and ensuring the safety of passengers.

[0034] The fiberglass composite layer 112 has good strength. By providing fiberglass composite layers 112 on both sides of the thickness of the aluminum honeycomb core panel 111, the deformation of the aluminum honeycomb core panel 111 can be effectively limited, improving the overall bending and torsional resistance of the first panel 11, thus making the structure of the vehicle sleeper berth 1 more stable. As an example, the fiberglass composite layer 112 includes matrix materials such as glass fiber and resin. Glass fiber has the characteristics of high strength and high modulus. The fiberglass composite layer 112 formed by combining glass fiber with matrix materials such as resin gives the fiberglass composite layer 112 good strength.

[0035] It is understood that this application does not limit the fixing method of the aluminum honeycomb core panel 111 and the fiberglass composite layer 112. The aluminum honeycomb core panel 111 and the fiberglass composite layer 112 can be fixed by mechanical connection, such as fixing the aluminum honeycomb core panel 111 and the fiberglass composite layer 112 by screws or rivets; or, the aluminum honeycomb core panel 111 and the fiberglass composite layer 112 can be fixed by adhesive bonding.

[0036] Optionally, the fiberglass composite layer 112 includes fiberglass, which can be chopped strand mat, long fiberglass mat, woven mat, etc., and workers can choose according to the load-bearing requirements of the vehicle sleeper berth 1. As an example, the fiberglass composite layer 112 of this application uses long fiberglass mat, which has higher strength than chopped strand mat and lower cost than woven mat, so as to comprehensively improve strength and reduce the manufacturing cost of the vehicle sleeper berth 1. Of course, in other embodiments of this application, materials such as bamboo fiber and hemp fiber can also be selected to replace fiberglass.

[0037] In some examples, the fiberglass composite layer 112 includes fiberglass. If the fiberglass composite layer 112 requires high strength or high temperature resistance, materials such as carbon fiber cloth or basalt cloth can be added on top of the fiberglass.

[0038] Each fiberglass composite layer 112 has a first foam layer 113 disposed on the side away from the aluminum honeycomb core panel 111. The foam material contains a large number of closed-cell or open-cell structures, which can effectively prevent heat transfer. During truck operation, the temperature difference between the inside and outside of the vehicle is significant, especially in high summer temperatures or low winter temperatures. The first foam layer 113 can reduce the transfer of heat from outside to inside the vehicle or the loss of heat from inside the vehicle to outside, providing passengers with a relatively comfortable resting environment and reducing the energy consumption of the air conditioning system. At the same time, the first foam layer 113 has good sound absorption properties. When noise generated during truck operation (such as engine noise, tire rolling noise, etc.) is transmitted to the sleeper berth 1, the pore structure in the foam material allows sound waves to be reflected and rubbed multiple times, converting the sound energy into heat energy and dissipating it, thereby reducing the noise intensity and allowing passengers to rest better during the journey. Optionally, the material of the first foam layer 113 is polyurethane (PU) foam material; the connection method between the first foam layer 113 and the fiberglass composite layer 112 is not limited, and the two can be connected by foaming or other means.

[0039] Furthermore, the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 all have relatively low densities, making the overall weight of the first panel 11 lighter. This helps to reduce the weight of the vehicle sleeper berth 1, reduce the truck's tare weight, and reduce energy consumption. At the same time, the first panel 11 is composed of a composite five-layer panel structure consisting of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113, which enables the first panel 11 to have better structural strength, thus improving the structural strength and service life of the vehicle sleeper berth 1.

[0040] As an example, the thickness direction of the aluminum honeycomb core panel 111 is vertical. The first panel 11 includes the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113. The upper and lower sides of the aluminum honeycomb core panel 111 are respectively provided with the fiberglass composite layer 112. The upper side of the upper fiberglass composite layer 112 is provided with the first foam layer 113, and the lower side of the lower fiberglass composite layer 112 is provided with the first foam layer 113, so that the first panel 11 is configured as a composite five-layer panel structure.

[0041] In related technologies, vehicle sleeper berths are typically made of metal or wood, which are heavy and increase truck energy consumption. Furthermore, wood is prone to warping and has a strong odor when exposed to moisture. In contrast, the first panel 11 of the vehicle sleeper berth 1 of this application consists of a five-layer composite structure composed of an aluminum honeycomb core panel 111, a fiberglass composite layer 112, and a first foam layer 113. This structure offers better structural strength, and the first panel 11 is lightweight, reducing the overall weight of the sleeper berth 1 and thus lowering truck energy consumption. The first foam layer 113 also provides a certain degree of sealing, effectively preventing external moisture from entering the first panel 11 and minimizing odor. As an example, under the same size conditions, the weight of the first panel 11 is only about one-third that of a traditional wooden board, facilitating lightweight design.

[0042] Please refer to the following: Figure 1 The first panel 11 also includes a second foam layer 114. The second foam layer 114 is foamed and connected to and covers the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113. The second foam layer 114 can fill the tiny gaps between the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113, making the connection between the layers tighter and stronger. At the same time, the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 may be uneven, and users are prone to injury when they come into contact with the outer peripheral walls. By covering the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 with the second foam layer 114, and the second foam layer 114 having a certain degree of elasticity, users are less likely to directly contact the outer peripheral walls, thereby reducing the risk of user injury. Optionally, the material of the second foam layer 114 is polyurethane (PU) foam material.

[0043] Please refer to the following: Figure 1 The vehicle sleeper berth 1 also includes an edge banding 12.

[0044] As an example, the edging 12 is fixed to the second foam layer 114 by adhesive bonding. Compared to the edging 12 directly covering the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113, the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 may be uneven. When the edging 12 is bonded to the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113, it is difficult to achieve surface contact, resulting in lower bonding strength. During the use of the vehicle sleeper berth 1, the edging 12... Edge 12 is prone to falling off. It is foamed and connected by the second foam layer 114 and covered on the outer peripheral wall of the aluminum honeycomb core panel 111, the fiberglass composite layer 112 and the first foam layer 113. This allows the aluminum honeycomb core panel 111, the fiberglass composite layer 112 and the first foam layer 113 to have better connection strength. When the edge 12 and the second foam layer 114 are bonded, they can also form surface contact more easily. This makes it less likely for the edge 12 to fall off during the use of the vehicle sleeper berth 1, thus improving the reliability of the vehicle sleeper berth 1.

[0045] It is understood that the edging 12 covers at least the outer peripheral wall of the second foam layer 114, including: Example 1, the edging 12 covers the outer peripheral wall of the second foam layer 114; Example 2, the edging 12 not only covers the outer peripheral wall of the second foam layer 114, but also covers the surface of the first foam layer 113 away from the aluminum honeycomb core panel 111, so that the first foam layer 113 is also not easily damaged, and the structure of the vehicle sleeper berth 1 can be more stable.

[0046] Furthermore, the peripheral cross-sections of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 are multi-layered and serrated. In particular, the exposed corners of the aluminum honeycomb core panel 111 after cutting do not meet the regulations for protrusions in the driver's cab, requiring the installation of an edging strip around its perimeter. However, when installing the edging strip, the peripheral cross-sections of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 cannot be surface-bonded with the edging strip 12; they can only be bonded with two layers of lines, resulting in low bonding strength. This leads to easy detachment during use, affecting the appearance and posing a safety hazard. Therefore, in this embodiment, a second foam layer 114 is provided, allowing the peripheral cross-sections of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 to form surface contact with the edging strip 12. If the edging strip 12 is fixed by adhesive bonding, the adhesive is evenly distributed at the cross-section, ensuring a firm bond between the edging strip 12 and the second foam layer 114.

[0047] The following is a specific embodiment of the manufacturing process of the vehicle sleeper berth 1 of this application, and is not intended to limit the manufacturing process of the vehicle sleeper berth 1 of this application.

[0048] Aluminum foil of a certain thickness is arranged according to a certain rule, hot-pressed and cut into a honeycomb shape, stretched into regular hexagonal holes by an aluminum core machine, and cut into sheets to form an aluminum honeycomb core panel 111. The aluminum honeycomb core panel 111 is then placed between two layers of fiberglass composite layer 112 to form a sandwich structure. Subsequently, the sandwich material is transferred into a spray booth and sprayed by a spraying machine. Polyurethane foam A material (e.g., polyether polyol or polyester polyol) and B material (e.g., isocyanate) are extracted in a certain proportion and thoroughly mixed in the mixing chamber of the spray gun. The spray gun sprays out the AB mixture and sprays it onto both sides of the sandwich material. After spraying, the sprayed material is sent into a mold and hot-pressed (100℃-150℃) to form the shape. At this time, the polyurethane foam foam is fully coated with the mixture. The ester-based foamed AB material undergoes a chemical reaction and solidifies into a first foam layer 113, connecting the first foam layer 113 with the aluminum honeycomb core panel 111 and the fiberglass composite layer 112. Then, the surfaces of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113 are manually polished to achieve a smooth surface. Subsequently, polyurethane (PU) foam material is placed on the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113, so that the polyurethane foam material foams, connects, and covers the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113. Finally, the edge banding 12 is placed on the outer peripheral wall of the second foam layer 114, completing the manufacturing of the entire vehicle sleeper berth 1.

[0049] According to an embodiment of the present invention, the vehicle sleeper berth 1 has a first panel 11 composed of an aluminum honeycomb core panel 111, a fiberglass composite layer 112, and a first foam layer 113 forming a composite five-layer structure with good structural strength. The first panel 11 is also lightweight, which helps reduce the weight of the vehicle sleeper berth 1 and thus reduce the energy consumption of the truck. A second foam layer 114 is foamed and connected to and covers the outer peripheral walls of the aluminum honeycomb core panel 111, the fiberglass composite layer 112, and the first foam layer 113. The second foam layer 114 can fill the aluminum honeycomb core panel. 111. The tiny gaps between the fiberglass composite layer 112 and the first foam layer 113 make the connection between the layers tighter and stronger, which is beneficial to improving the structural strength of the vehicle sleeper berth 1. At the same time, the edge banding 12 covers at least the outer peripheral wall of the second foam layer 114, so that the second foam layer 114 is not easily damaged or deformed. Moreover, the presence of the second foam layer 114 also makes the bonding area of ​​the edge banding 12 large, which is beneficial to improving the bonding strength, making it easier to improve the structural strength of the vehicle sleeper berth 1, and thus improving the service life of the vehicle sleeper berth 1.

[0050] As an example, the thickness of the vehicle sleeper berth 1 is between 18mm and 25mm, the weight of the vehicle sleeper berth 1 is between 1500g / ㎡ and 5000g / ㎡, the weight of the first foam layer 113 is between 500g / ㎡ and 1500g / ㎡, the weight of the fiberglass composite layer 112 is between 500g / ㎡ and 2000g / ㎡, and the weight of the aluminum honeycomb core panel 111 is between 500g / ㎡ and 1500g / ㎡. The greater the thickness and weight of the vehicle sleeper berth 1, the greater its strength. Workers can comprehensively design the thickness and weight of the vehicle sleeper berth 1 based on the ergonomic height of the sponge pad 2 after it is placed on the vehicle sleeper berth 1, as described later, and the strength requirements of the vehicle sleeper berth 1.

[0051] Please refer to Figures 2-8 According to a second aspect of the present invention, a vehicle sleeper structure 200 includes: a vehicle floor 6, a storage box 7, and a vehicle sleeper slab 1 according to a first aspect of the present invention. The vehicle floor 6 includes a first floor 61 and a second floor 62. The upper end of the second floor 62 is bent and connected to one width end of the first floor 61 to define an accommodating space 63 between the first floor 61 and the second floor 62. The sleeper slab 1 is disposed on the upper side of the first floor 61, and one width end of the sleeper slab 1 extends beyond the width end of the first floor 61, so that a portion of the sleeper slab 1 is suspended relative to the second floor 62. The storage box 7 is disposed on the side of the second floor 62 away from the accommodating space 63, and the storage box 7 and the sleeper slab 1 are spaced apart vertically. The storage box 7 has a storage space 71 inside.

[0052] As an example, the sleeper berth 1 is fixed to the upper side of the first floor 61, and the connection between the two is not limited; the two can be detached or non-detached. As an example, the storage box 7 is fixed to the side of the second floor 62 away from the accommodating space 63, and the connection between the two is not limited; the two can be detached or non-detached.

[0053] As can be seen, the storage space 63 can be used to store other components of the truck, making the truck structure more compact. For example, a vehicle sleeper structure 200 is used in a truck, which includes a cab, a cargo box, and a hydrogen tank. The vehicle sleeper structure 200 is located in the truck's cab, and the hydrogen tank is located between the cab and the cargo box. The storage space 63 of this application can be used to store the truck's hydrogen tank, making the truck structure more compact and reducing the distance between the cab and the cargo box. For the same vehicle length, the cargo box can be larger, increasing the truck's carrying capacity. Furthermore, by placing the hydrogen tank within the storage space 63, it also provides some rain protection, reducing the possibility of damage to the hydrogen tank.

[0054] Furthermore, due to the good structural strength of the aforementioned sleeper berth 1, even if a portion of the sleeper berth 1 is suspended relative to the second floor 62, and the second floor 62 does not directly support the sleeper berth 1, the sleeper berth 1 is not prone to deformation. This allows for a certain space to be created between the sleeper berth 1 and the second floor 62 to place the storage box 7. At the same time, even if the storage box 7 is spaced apart from the sleeper berth 1, and the storage box 7 does not directly support the sleeper berth 1, the sleeper berth 1 is not prone to deformation. This allows for a certain space to be created between the sleeper berth 1 and the storage box 7. This space facilitates the arrangement of other structures (such as the air duct 9 of the truck's air conditioning system). Of course, this space can also serve as a clearance space for the storage box 7, making it convenient for users to retrieve items from the storage box 7 without having to move the sleeper berth 1, thus improving the storage efficiency of the storage box 7.

[0055] As an example, the storage opening 72 of the storage box 7 may be located on the side of the storage box 7 away from the second floor 62, and / or the storage opening 72 of the storage box 7 may be located on the side of the storage box 7 facing the berth board 1.

[0056] According to the vehicle sleeper structure 200 of the present invention, the sleeper board 1 has good structural strength so that a part of the sleeper board 1 can be suspended relative to the second floor 62, providing space for the placement of the storage box 7, while the sleeper board 1 does not easily affect the access to the storage box 7.

[0057] In some examples, please refer to Figure 8 The greater the weight of the berth board 1, the higher its strength. Let the portion of the berth board 1 opposite the first floor 61 be the first part 13, and the portion of the berth board 1 extending beyond the first floor 61 be the second part 14. The first part 13 can be effectively supported by the first floor 61, while the second part 14 is suspended relative to the second floor 62. Therefore, the weight of the second part 14 can be set greater than that of the first part 13 to prevent deformation and improve the reliability of the berth board 1. For example, the weight of the first part 13 can be 1500g / m² to 3000g / m², and the weight of the second part 14 can be 3000g / m² to 5000g / m². Of course, in other embodiments of this application, the weights of the first part 13 and the second part 14 can be the same, for example, both the first part 13 and the second part 14 can have a weight of 3000g / m² to 5000g / m².

[0058] In some embodiments, please refer to Figure 8The width of the aforementioned portion of the sleeper berth 1 is less than half the width of the sleeper berth 1 itself. That is, the width of the portion of the sleeper berth 1 suspended relative to the second floor 62 is less than half the width of the sleeper berth 1. This ensures that a larger portion of the sleeper berth 1 can be effectively supported by the first floor 61, preventing deformation and improving the reliability of the vehicle sleeper structure 200. As an example, let the portion of the sleeper berth 1 opposite to the first floor 61 be the first portion 13, and the portion of the sleeper berth 1 extending beyond the first floor 61 be the second portion 14. The width of the first portion 13 (e.g., ...) Figure 8 L3 in the middle is greater than the width of the second part 14 (e.g., Figure 8 L4 in the middle.

[0059] And / or, please refer to Figures 2-8 The storage box 7 has a storage opening 72 on the side opposite to the second floor 62, which communicates with the storage space 71. This makes it easier for the sleeper berth to access the storage box 7, allowing the user to retrieve items from the storage box 7 and improving the access efficiency of the storage box 7. As an example, the vehicle sleeper structure 200 is used in a truck. The truck includes a cab, the vehicle sleeper berth 1 is located at the rear of the cab, the driver's seat is located at the front of the cab, and the storage opening 72 of the storage box 7 is located on the side facing the driver's seat, in order to improve the access efficiency of the storage box 7.

[0060] Please refer to Figures 5-9 In some embodiments, the vehicle sleeper structure 200 also includes an air outlet duct 9, which is located between the storage box 7 and the sleeper berth 1. The air outlet duct 9 is spaced apart from the sleeper berth 1, meaning that the air outlet duct 9 does not directly support the sleeper berth 1, so that the temperature of the air outlet duct 9 is not easily conducted to the sleeper berth 1 and does not easily affect the use of the vehicle sleeper berth 1 structure. The air inlet end of the air outlet duct 9 is suitable for connecting to the air conditioning outlet, and the air outlet end of the air outlet duct 9 is connected to the ventilation opening 73 on the storage box 7. The ventilation opening 73 is spaced above the storage space 71, meaning that the ventilation opening 73 is not directly connected to the storage space 71. Even if condensation occurs in the air outlet duct 9, the condensation is not likely to affect the items in the storage space 71, which helps to improve the reliability of the vehicle sleeper structure 200. At the same time, it can make up for the shortcomings of traditional trucks, and can realize the fixed-point adjustment of the temperature of the sleeper compartment area, improving the driving comfort of the sleeper compartment. Furthermore, the storage box 7 covers the side of the air outlet duct 9 away from the second floor 62, so that the user will not see the air outlet duct 9 directly. This improves the overall integrity of the vehicle sleeper structure 200, and the storage box 7 can also provide some protection for the air outlet duct 9, which helps to improve the reliability of the vehicle sleeper structure 200.

[0061] Please refer to Figure 5In some embodiments, the vehicle sleeper structure 200 further includes a support frame 8, which is disposed between the storage box 7 and the sleeper board 1. The support frame 8 is fixedly connected to a portion of the sleeper board 1 extending out of the first floor 61 and the second floor 62. The support frame 8 is not connected to the storage box 7, so that the support frame 8 does not easily interfere with the access to the storage box 7, thereby improving the reliability of the vehicle sleeper structure 200. In addition, the storage box 7 is not indirectly supported by the sleeper board 1 through other structures, which helps to reduce the structural strength requirements of the storage box 7.

[0062] Please refer to Figure 5 and Figure 6 In some embodiments, the support frame 8 includes a first support arm 81 and a second support arm 82 that are bent and connected together. The first support arm 81 extends along the width direction of the berth board 1 and is connected to the berth board 1. The second support arm 82 extends in the vertical direction and is connected to the second floor 62.

[0063] As can be seen, the first support arm 81 is fixedly connected to the berth board 1, and the second support arm 82 is connected to the second floor 62. The first support arm 81 extends along the width direction of the berth board 1 so that the support frame 8 can provide certain support for the part of the berth board 1 that is suspended relative to the first floor 61, thereby improving the reliability of the berth board 1.

[0064] In some embodiments, the vehicle sleeper structure 200 further includes an air outlet duct 9, which is located between the storage box 7 and the support frame 8, i.e., the air outlet duct 9 and the support frame 8 are not connected, so as to reduce the difficulty of assembly; the air inlet end of the air outlet duct 9 is adapted to be connected to the air conditioning outlet, and the air outlet end of the air outlet duct 9 is connected to the ventilation opening on the storage box 7, so as to make up for the shortcomings of traditional trucks, and can realize the temperature adjustment of the sleeper area at a fixed point, thereby improving the driving and riding comfort of the sleeper.

[0065] Please refer to Figures 10-12 In some embodiments, the vehicle sleeper structure 200 further includes a sponge pad 2, which is disposed on the upper side of the sleeper board 1. The sponge pad 2 can provide the user with a more comfortable lying environment. As an example, the sponge pad 2 can be slow-rebound memory foam or ordinary foam, and this application does not limit it.

[0066] Please refer to the following: Figures 10-12The vehicle sleeper structure 200 also includes a sleeper guardrail 3, which is located at one end of the width of the sleeper board 1 and has a protective state and a avoidance state. In the protective state, the sleeper guardrail 3 extends above the upper surface of the foam pad 2, preventing the user from falling off the foam pad 2. This ensures that even if the truck brakes suddenly or the user rolls over on the foam pad 2, the user is less likely to fall off, thus improving the reliability of the vehicle sleeper structure 200. In the avoidance state, the sleeper guardrail 3 is located below the upper surface of the foam pad 2, preventing the user from bumping into it, further improving the reliability of the vehicle sleeper structure 200. As an example, the vehicle sleeper structure 200 is used in a truck and is located in the cab. One end of the width of the sleeper board 1 abuts against the inner wall of the cab, and the other end of the width of the sleeper board 1 is provided with a sleeper guardrail 3.

[0067] In other embodiments of this application, the sleeper guardrail 3 is located at one end of the width of the sleeper berth 1, and the sleeper guardrail 3 has a protective state and an avoidance state. In the protective state, the sleeper guardrail 3 extends above the upper surface of the sponge pad 2, and in the avoidance state, the sleeper guardrail 3 is located below the lower surface of the sleeper berth 1, so as to further reduce the possibility of the user bumping into the sleeper guardrail 3 in the avoidance state, and to improve the reliability of the vehicle sleeper structure 200.

[0068] Please refer to Figures 10-15 In some embodiments, the sleeper guardrail 3 includes a first horizontal arm 31, a second horizontal arm 32, and at least one movable arm 33. Both the first and second horizontal arms 31 extend horizontally. The first horizontal arm 31 is fixed to the sleeper berth 1, and the second horizontal arm 32 is located above the first horizontal arm 31. The two ends of the movable arm 33 are rotatably connected to the first and second horizontal arms 31 and 32, respectively. In the protective state, the movable arm 33 is vertically positioned, and the second horizontal arm 32 is located above the upper surface of the sponge pad 2. In the avoidance state, the movable arm 33 is inclined, and the second horizontal arm 32 is located below the upper surface of the sponge pad 2.

[0069] It is understood that the sleeper guardrail 3 may include one or more movable arms 33. When there are multiple movable arms 33, both ends of the length of each movable arm 33 are rotatably connected to the first horizontal arm 31 and the second horizontal arm 32, respectively, so that the sleeper guardrail 3 can have better structural strength. For example, please refer to... Figure 11 The sleeper guardrail 3 includes two movable arms 33.

[0070] As can be seen, the first cross arm 31 is fixed to the sleeper berth 1. When switching from the avoidance state to the protection state, the movable arm 33 can rotate relative to the first cross arm 31, driving the second cross arm 32 to move upward until the movable arm 33 is vertically set, so that the second cross arm 32 is above the upper surface of the sponge pad 2, so that the second cross arm 32 and the movable arm 33 can prevent the user from falling out of the sponge pad 2, thereby improving the reliability of the vehicle sleeper berth 1. When switching from the protection state to the avoidance state, the movable arm 33 can rotate relative to the first cross arm 31, so that the movable arm 33 is tilted, and driving the second cross arm 32 to move downward until the second cross arm 32 is below the upper surface of the sponge pad 2, so that the user is less likely to bump into the movable arm 33 and the second cross arm 32, thereby improving the reliability of the vehicle sleeper berth 1.

[0071] In some examples, please refer to Figure 11 During the manufacturing process of the sleeper berth 1, mounting holes can be provided on the sleeper berth 1 and support sleeves 4 can be pre-embedded. The sleeper berth 1 is fixedly connected to the support sleeves 4, so that when the sleeper berth 1 is fixed to other structures, it is not necessary to directly fix it to the sleeper berth 1, thus making the structure of the sleeper berth 1 less susceptible to damage. For example, the vehicle sleeper structure 200 is used in a truck and is located in the cab. The sleeper berth 1 can be fixedly connected to the cab floor (e.g., the first floor 61 mentioned above) through the support sleeves 4 (e.g., the support sleeves 4 are metal parts).

[0072] Please refer to Figure 15 and Figure 16 In some embodiments, the first cross arm 31 defines an upward-facing mounting groove 311. One end of the movable arm 33 is fitted into the mounting groove 311, and the aforementioned end of the movable arm 33 is rotatably connected to the side wall of the mounting groove 311. That is, the pivotal connection position between the movable arm 33 and the first cross arm 31 is located within the mounting groove 311. The mounting groove 311 can provide a certain degree of protection for the pivotal connection position to reduce collisions at the pivotal connection position, so that the rotatable connection between the movable arm 33 and the first cross arm 31 is not easily damaged, thereby improving the reliability of the sleeper guardrail 3.

[0073] Please refer to Figure 15 and Figure 17 In some embodiments, the second cross arm 32 defines a receiving groove 321 with the slot facing downward. The other end of the length of the movable arm 33 is fitted into the receiving groove 321, and the aforementioned end of the movable arm 33 is rotatably connected to the side wall of the receiving groove 321. That is, the pivot connection position between the movable arm 33 and the second cross arm 32 is located in the receiving groove 321. The receiving groove 321 can play a certain protective role for the aforementioned pivot connection position, so as to reduce the impact of the aforementioned pivot connection position, so that the rotational connection between the movable arm 33 and the second cross arm 32 is not easily damaged, and the reliability of the sleeper guardrail 3 can be improved.

[0074] In some embodiments, the sleeper guardrail 3 further includes a locking structure, which is located at the connection position of the second cross arm 32 and the movable arm 33. The locking structure is used to restrict the relative rotation of the movable arm 33 and the second cross arm 32, so that the setting position of the second cross arm 32 is not easily changed in the protected state, and the second cross arm 32 and the movable arm 33 can stably provide protection, which is beneficial to improving the reliability of the vehicle sleeper structure 200.

[0075] Please refer to Figures 13-17 In some embodiments, the vehicle sleeper structure 200 further includes a table 5, which is detachably mounted on the sleeper guardrail 3. The sleeper guardrail 3 can provide an installation position for the table 5, which simplifies the structure and manufacturing process of the sleeper board 1. The sleeper board 1 can also be manufactured without considering the pre-embedded installation structure for the table 5. The table 5 can be mounted on the sleeper guardrail 3 when needed by sleeper passengers and / or drivers in the surrounding driver's seat, and can be removed and placed in the corresponding storage area of ​​the vehicle when not needed.

[0076] Furthermore, the tabletop 5 includes a second panel 51 and a support 52. The second panel 51 is adapted to be positioned above the berth guardrail 3 in a protected state. The support 52 is connected to the back of the second panel 51 and is detachably coupled to the berth guardrail 3.

[0077] As can be seen, in the protected state, the sleeper guardrail 3 extends above the sponge pad 2, and the second panel 51 is positioned above the sleeper guardrail 3 in the protected state. This allows the second panel 51 to also be positioned above the sponge pad 2, making it convenient for users to place items (such as food, water, etc.) on the second panel 51 and to easily retrieve items placed on it, thus enriching the functionality of the vehicle sleeper berth 1. As an example, the second panel 51 is positioned above the sleeper guardrail 3 in the protected state, that is, above the second horizontal board, so that the second horizontal board does not easily interfere with the user placing items on the second panel 51.

[0078] The bracket 52 is located on the back of the second plate 51 so that it does not easily interfere with the user placing items on the second plate 51. The bracket 52 and the berth guardrail 3 are detachable to make the use of the table 5 more convenient. When the user needs to use the table 5, the bracket 52 can be attached to the berth guardrail 3 in the protective state. When the user does not need to use the table 5, the bracket 52 can be removed from the berth guardrail 3.

[0079] Please refer to Figures 15-17In some embodiments, a locking position 53 is formed at the end of the bracket 52 away from the second plate 51. The locking position 53 includes a main body portion 531, a first flange portion 532, and a second flange portion 533. The first flange portion 532 is located at the upper end of the main body portion 531 and extends downward. The second flange portion 533 is located at the lower end of the main body portion 531 and is located on the same side of the main body portion 531 as the first flange portion 532. This is to define a receiving groove 534 for accommodating the first cross arm 31. The first cross arm 31 defines a mounting groove with the opening facing upward. 311. The first flange 532 is adapted to extend downward into the mounting groove 311. The main body 531 is adapted to abut against the side wall of the mounting groove 311 away from the berth 1. The second flange 533 is adapted to abut against the bottom wall of the first cross arm 31. Thus, the side wall of the mounting groove 311 away from the berth 1 is at least partially located between the first flange 532 and the main body 531, so that the bracket 52 can be hooked and engaged with the first cross arm 31 through the locking position 53. The assembly is relatively simple, which is conducive to the frequent disassembly and installation of the table 5 and reduces the difficulty of using the table 5. Moreover, the main body 531 abuts against the side wall of the mounting groove 311 away from the berth 1, and the second flange 533 abuts against the bottom wall of the first cross arm 31, so that the locking position 53 and the first cross arm 31 can have a large mating area, so that the bracket 52 is less prone to shaking and other problems, which helps to improve the reliability of the table 5.

[0080] Please refer to Figures 13-16 In some embodiments, the length of the locking position 53 (e.g.) Figure 14 L1 in the middle is less than the length of the mounting slot 311 (e.g., Figure 14 The length of the main body 531, the first flange 532, and the second flange 533 is less than the length of the mounting groove 311, so that the first flange 532 can move along its length direction within the mounting groove 311 to change the setting position of the tabletop 5, making the setting position of the tabletop 5 more flexible and easier to adapt to different usage environments.

[0081] Please refer to Figure 15 and Figure 16 In some embodiments, a first buffer 535 is provided between the main body 531 and the side wall of the mounting groove 311 away from the berth 1, and a second buffer 536 is provided between the second flange 533 and the bottom wall of the first cross arm 31. The first buffer 535 and the second buffer 536 have a certain elastic deformation capability, so that when the locking position 53 is installed from top to bottom on the first cross arm 31, the elastic deformation capability of the first buffer 535 and the second buffer 536 can make the main body 531 and the side wall of the mounting groove 311 away from the berth 1 fit more stably, and the second flange 533 and the bottom wall of the first cross arm 31 can fit more stably, which helps to improve the reliability of the table 5.

[0082] Further, please refer to Figure 15 and Figure 16 The bracket 52 also includes a threaded part 537 (e.g., a screw). The threaded part 537 passes through the second flange portion 533 and abuts against the bottom of the first cross arm 31. When the locking position 53 and the first cross arm 31 are engaged, the second flange portion 533 and the first cross arm 31 can be fixed by the threaded part 537, so that the relative position of the bracket 52 and the first cross arm 31 is not easily changed, which helps to improve the reliability of the tabletop 5. The threaded part 537 and the second buffer 536 are spaced apart, so that the threaded part 537 is not easily damaged by the second buffer 536.

[0083] Please refer to Figures 13-17 In some embodiments, the height of the bracket 52 in the vertical direction is adjustable, that is, the bracket 52 can drive the second plate 51 to move in the vertical direction, so that the setting position of the second plate 51 in the vertical direction is more flexible and the applicability of the table 5 is improved.

[0084] Please refer to Figures 15-17 In some embodiments, the bracket 52 includes a first support member 521, a second support member 522, and a limiting member 523. The first support member 521 is sleeved on the second support member 522, and the first support member 521 and the second support member 522 slide and cooperate in the vertical direction. The second support member 522 has a plurality of mating holes arranged vertically and vertically. The limiting member 523 passes through the side of the first support member 521 opposite to the berth guardrail 3 and extends into any of the mating holes.

[0085] As an example, the first support member 521 is detachably connected to the first cross arm 31, and the second support member 522 is connected to the back of the second plate 51; or, the second support member 522 is detachably connected to the first cross arm 31, and the first support member 521 is connected to the back of the second plate 51.

[0086] As can be seen, when it is necessary to adjust the height of the bracket 52 in the vertical direction, the limiting member 523 can be pulled outward to disengage from the corresponding mating hole, so that the first support member 521 and the second support member 522 can slide and engage in the vertical direction to change the height of the bracket 52. When it is necessary to lock the height of the bracket 52 in the vertical direction, the limiting member 523 can be inserted through the first support member 521 and the corresponding mating hole, so that the limiting member 523 abuts against the second support member 522 to lock the relative position of the first support member 521 and the second support member 522, thereby locking the height of the bracket 52 in the vertical direction. Thus, adjusting the height of the bracket 52 in the vertical direction in the above manner is relatively simple, facilitates operation, and improves the applicability of the tabletop 5. In addition, the second plate 51 does not need to rotate during the height adjustment of the bracket 52, which helps to reduce the space required for the height adjustment of the tabletop 5. As an example, the limiting member 523 can be a bolt and threadedly connected to the first support member 521.

[0087] A truck according to a third aspect of the present invention includes: a vehicle sleeper berth 1 according to a first aspect of the present invention or a vehicle sleeper structure 200 according to a second aspect of the present invention.

[0088] According to embodiments of the present invention, the reliability of the truck is improved by adopting the above-described vehicle sleeper berth 1 or the above-described vehicle sleeper structure 200.

[0089] It is understood that the specific type of truck referred to in the embodiments of this application is not limited. For example, the truck can be a fuel vehicle, a gas vehicle, or a new energy vehicle. New energy vehicles can be pure electric vehicles, hybrid electric vehicles, fuel cell electric vehicles, range-extended electric vehicles, solar electric vehicles, gas fuel vehicles (such as hydrogen engine vehicles), or biofuel vehicles (such as vehicles powered by ethanol, biodiesel, etc.).

[0090] Furthermore, it should be noted that the various specific technical features described in the above specific embodiments can be combined in any suitable manner without contradiction. To avoid unnecessary repetition, this application will not describe the various possible combinations separately. In addition, various different embodiments of this application can also be arbitrarily combined, as long as they do not violate the spirit of this application, they should also be regarded as the content disclosed in this application.

[0091] In the description of this invention, it should be understood that the terms "center," "lateral," "length," "thickness," "top," "bottom," "inner," "outer," "axial," "radial," and "circumferential," etc., indicating orientation or positional relationships, are based on the orientation or positional relationships shown in the accompanying drawings and are only for the convenience of describing the invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. Furthermore, features defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, unless otherwise stated, "a plurality of" means two or more. In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installed," "connected," and "linked" should be interpreted broadly. For example, it can refer to a fixed connection, a detachable connection, or an integral connection; it can refer to a mechanical connection or an electrical connection; it can refer to a direct connection or an indirect connection through an intermediate medium; it can refer to the internal communication of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention based on the specific circumstances.

[0092] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of the invention. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0093] Although embodiments of the invention have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the claims and their equivalents.

Claims

1. A sleeper berth for vehicles, characterized in that, include: A first plate, comprising a multilayer structure and a second foam layer, wherein the second foam layer is foamed and connected and covers the outer peripheral wall of the multilayer structure; The edge is wrapped around the outer peripheral wall of the second foam layer.

2. The vehicle sleeper berth according to claim 1, characterized in that, The multi-layer structure includes an aluminum honeycomb core panel, a fiberglass composite layer, and a first foaming layer. Fiberglass composite layers are provided on both sides of the thickness of the aluminum honeycomb core panel, and the first foaming layer is provided on the side of each fiberglass composite layer away from the aluminum honeycomb core panel.

3. A sleeper berth structure for vehicles, characterized in that, include: The vehicle body floor includes a first floor and a second floor, wherein the upper end of the second floor is bent and connected to one width end of the first floor to define an accommodating space between the first floor and the second floor; A sleeper berth, wherein the sleeper berth is a vehicle sleeper berth according to claim 1 or 2, the sleeper berth is disposed above the first floor, and one end of the width of the sleeper berth extends beyond the width of the first floor, so that a portion of the sleeper berth is suspended relative to the second floor; A storage box is provided on the side of the second floor away from the accommodating space and is spaced above and below the berth. The storage box has storage space inside.

4. The vehicle sleeper structure according to claim 3, characterized in that, The width of said portion of the sleeper berth is less than half the width of the sleeper berth; and / or, The storage box has a storage opening on the side opposite to the second floor that communicates with the storage space.

5. The vehicle sleeper structure according to claim 3, characterized in that, Also includes: An air outlet duct is provided between the storage box and the berth board, and is spaced apart from the berth board. The air inlet of the air outlet duct is adapted to connect with the air conditioner outlet, and the air outlet of the air outlet duct is connected to the ventilation opening on the storage box. The ventilation opening is spaced apart above the storage space so that the storage box covers the side of the air outlet duct away from the second floor.

6. The vehicle sleeper structure according to claim 5, characterized in that, Also includes: A support frame is provided between the storage box and the berth board, and is arranged to avoid the air outlet duct. The support frame is fixedly connected to a portion of the berth board extending from the first floor and the second floor, and is not connected to the storage box.

7. The vehicle sleeper structure according to any one of claims 3-6, characterized in that, Also includes: A sponge pad, wherein the sponge pad is disposed on the upper side of the berth board; A sleeper berth guardrail is provided at one end of the width of the sleeper berth and has a protective state and a clearance state. In the protective state, the sleeper berth guardrail extends above the upper surface of the sponge mat, and in the clearance state, the sleeper berth guardrail is located below the upper surface of the sponge mat.

8. The vehicle sleeper structure according to claim 7, characterized in that, Also includes: The tabletop includes a second panel and a support. The second panel is adapted to be disposed above the berth guardrail in the protected state. The support is connected to the back of the second panel and is detachably engaged with the berth guardrail.

9. The vehicle sleeper structure according to claim 8, characterized in that, The height of the bracket is adjustable in the vertical direction.

10. A truck, characterized in that, Includes the vehicle sleeper berth as described in claim 1 or 2, or the vehicle sleeper structure as described in any one of claims 3-9.

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